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Digitized by the Internet Archive 
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S. S. Beman, Architect. 


BRYSON APARTMENT BUILDING, CHICAGO. THE FIRST BUILDING IN THE 
UNITED STATES TO BE ERECTED ON CONCRETE PILES 


BUILT ON RAYMOND CONCRETE PILES 


° - (; 5 


Cnketast 4 





CONCRETE PILE 
CONSTRUCTION 


NEW YORK and LAE SG 


BALTIMORE PHILADELPHIA PITTSBURGH __ ST. LOUIS 


COPYRIGHT, 1910, BY 
RAYMOND CONCRETE PILE CO. 
NEW YORK 


@ 


MANUFACTURERS’ PUBLICITY 
CORPORATION 
NEW YORK 


INTRODUCTORY 


N June, 1901, the Raymond Concrete Pile Com- 

pany placed the first concrete pile in the United 

States. Between that date and January |, 1910, 
this organization placed more than a million and a 
half feet of concrete piling. 


We are not only the pioneers of concrete piling in 
the United States, but also its most experienced and 
successful exponents. More than 75 per cent. of 
the concrete piles in this country are now being 
placed by us. 


We have placed concrete piling in almost every 
section of the United States; in such widely varying 
soils as the blue clay of Chicago, the silt of the 
Missouri River and the sandy beaches of Coney 
Island and Atlantic City; in the foundations of 
structures ranging from manufacturing plants, docks, 
gas holders and smoke stacks, to viaducts, office 
buildings, hotels and private residences. 


We have developed an organization whose ability, 
experience and resourcefulness fit it to successfully 
solve foundation problems in general and piling 
foundation problems in particular. 


This organization is not merely one of specialists 
skilled and experienced in the designing, making 
and placing of concrete piling to meet any condition 
where piling is necessary; it is also qualified by ex- 
perience to design and build difficult foundations, 
docks, piers, bulkheads, sea-walls, retaining walls, 
and other types of reinforced concrete structures. 


P27] 


This broad experience renders our service more 
valuable to our clients than that of any other piling 
organization. 


In the following pages will be found a detailed ex- 
position of the advantages offered by concrete piling, 
together with a description of the Raymond system 
and of some of the more notable contracts that we 
have executed. The illustrations of structures sup- 
ported on Raymond concrete piles and of other 
types of construction work executed by us demon- 
strate the breadth of our experience —a determining 
factor in many of the contracts awarded to us. 


[ 6 | 


THE SCOPE OF OUR WORK 
WE design, make and place concrete piles and 


sheet piles to meet any condition where piling 
is necessary. 


We also design and build difficult foundations, docks, 
piers, bulkheads, sea walls, retaining walls and other 
types of reinforced concrete structures. 


We will take pleasure in submitting plans and esti- 
mates for foundations embodying concrete piles, 
upon receipt of the general foundation plans, ac- 
companied by data regarding soil conditions, loads 
to be carried, etc. | Upon request, we will send a 
representative anywhere at any time, and at our 
expense, to figure on prospective work. 


Our engineering department will make investigations, 
without charge, for individuals, estates, corporations 
and municipalities owning water-front properties 
that are now occupied by timber docks, piers, 
wharves and bulkheads, and submit designs for, and 
cost estimates of, permanent construction. 


Engineers, architects and _ others interested in 
concrete piling and other permanent foundation 
methods are cordially invited to arrange with our 
nearest office for an inspection of our work under 
way in their vicinity. 


: i? Rives 


« 
: é 





CONTENTS 


INT RODUGLO River creat, Gomme rte. re coe he 
ESS CORELOE OUR WORK 


THE DEVELOPMENT OF THE CONCRETE PILE 


The Most Widely Used Type of Concrete Pile 
Local Conditions Determine Type of Pile to be Used . 


THE METHOD OF MAKING AND PLACING 
RAYMOND 2EILES ay eee mene an 


FLhesshe| | Weer armen eee ary es Tare oe as Bae Eh 
‘Thea Cores ere eee. ee ot Ce ae eee ee 
Assembling the Shell . . . . . er 

Placing the Shell . . ; 

Filling the Shell . . . ie ee ee 
Reinforcmq the Piles. 8.020 os te - 
Standard Sizes. . . 


THE BASIS OF THE SUPERIORITY OF THE 
RAYMOND PILE 


The Function of the Shell . 


The Importance of eho the Shettnrs Greer Again 
Distortioneste et OSes on oe ae: tn 


Speed intinlacementame «. ea a nee 
Inspecting the Pile Before Comelncn 

Testing the Carrying Capacity meds BES, 

The Advantages of the Tapering Shape. . . ; 
Comparative Tests of Piles of Varying Tapers . . - - 
The Economy of Tapering Piles... .. +--+ =: 
Where Straight Piles are Preferable... ....- - 
How Straight Piles Increase the Cost of Foundations . . 


THE ECONOMY OF CONCRETE PILING... . . 


Why Concrete Piling is Superior to Wood Pilingieeee 
The Disadvantages of Wood Piling. . . 


THE ECONOMY OF CONCRETE PILING—(Continued) 


CONTENTS 


The Basis of Comparison between Wood and Concrete 
Piling & 3.94.5 ee oe eee ee 

The Difficulty of Sel Nettie Standard Prices of Con- 
crete: Pilesi.¥24704 ot roaettn Gear 


The Reason for the Greater Carrying Car at Con 
crete; Piles S85, 


Concrete Piles Independent of Permanent Water lane ; 
The Cause of Decay of Wood Piling. . . .. ... 
Importance of Constant Saturation of Wood Piling. . . 
Conditions that Menace Constant Saturation anh 
Influence of Water-Line Upon Cost of Piling. . . . . 
geri in Time Effected Through the Use of Concrete 
tleg.n< aeRO ee eee 
The gobs of Omecie HES. over Spread Founda- 
tions . he 4 : : 


SOME ILLUSTRATIONS OF THE INITIAL ECON- 
OM Ys ORTRAY MOND ERIE S Seer ee 


U.S. Naval Academy, Annapolis. . . . . 


Reinforced Concrete Conduits .... . 


SPECIFICATIONS FOR RAYMOND PILES . 


CONCRETE DOCKS, BULKHEADS AND SIMILAR 
SURUGTOURES sae eee 


The New Atlantic City Boarder sice By ine gd Oe a 
The Missouri River Revetment . ......... 
The New Baltimore Docks. . . fa 
The Advantages of Concrete Bale nn Bulkhesds =: 
The American Tobacco Company's Bulkhead . . 


The International Harvester Company's Bulkhead 
The Maryland Steel Company's Ore Dock. . . . . 


SOME USERS OF RAYMOND PILES . . 


[ 10 | 


PAGE 


33 
3)5) 


ILLUSTRATIONS 


MAKING, PLACING AND TESTING CONCRETE PILES 


Method of Making Shells for Raymond Piles . .. . . 16 
The Various Sections Constituting the Shell of a Raymond 

eet So oe 6 ee ee 18 
Raymond Pile Cue al Shell Ration 20 
Shell of a Raymond Pile Driven to Reel ta Cue eet 

to DeaW ithdraWwnan wate, oc. > Io 
Raymond Pile Core Collapsed and Partly Withdrawn Bem 

Se aIE Dee oo Se, ee 24 
A Completed erent Pile Without Reece oe 24 
Placing Raymond Pile Foundations for Crunden-Martin 

Woodenware Company Building. . . . 26 


Foundation of Reinforced Raymond Piles for Bid Fi on 
of the Settling Basins at the Chain of Rocks Water sty 


Plant, St.. Louis... < - a enc 98 
Pier of 20-ins. Raymond ice A ee gos Vile) 
Raymond Pile Footings, Cuyahoga Viaduct, Clone : 30 
Building Floor Girders Directly Upon Raymond Piles, 

U. S. Immigrant Station, Ellis Island, New York. . . 86 
Test Load on a Raymond Pile Placed for New Montreal 

arbors beds Meeeanne ee enn ee at enn, on 28 
Test Load on a Raymond Pile Placed for the Denison 

Harvard Viaduct, Cleveland. . . 104 
Test Load on a Raymond Pile Placed fa Ge een 

Group, U. S. Naval Academy, Annapolis . . . ki2 
Test Load on Four Raymond Piles Placed for New (ee 

lative Buildings, Regina, Saskatchewan... - - - - 92 
Method of Handling and Driving Cast Piles for New 

Boardwalk, Atlantic City, New Jersey... - + - - 32 
Handling Cast Piles, U. S. Government Revetment, 

Missouri River. . . . - 34 
Driving Cast Piles, U. S. Gueeeer spaeeos Masur 

River ie oe Se eh ae he hens : 36 


Swinging Renee eneee Seen Pile into Seri for 
Driving, Baltimore Municipal Docks. . . - . +: 38 


pall 


ILLUSTRATIONS 


THE DISADVANTAGES OF WOOD PILING 


Typical Effects of Over-Driving upon Wood Piling . . . 
Damage Inflicted by the Teredo Upon Wood Piling Along 
the; Pacific. Coast Sait a) megs Rte nr ee ee 


STRUCTURES BUILT ON RAYMOND PILES 


[12] 


PUBLIC, SEMI-PUBLIC AND OTHER BUILDINGS 


Bryson Apartment Building, Chicago . . . . (Frontispiece) 
International Bureau of American Republics, Washington . 
Academic Group, U.S. Naval Academy, Annapolis 
Soldiers’ and Sailors’ Memorial Building, Pittsburgh . . . 
Post Office, East St. Louis, Illinois . acan 
Synagogue, Congregation Beth Elohim, Betorien : 
Contagious Diseases Hospitals, U. S. Immigrant Station, 
Ellis Island; Newsy ork#e eee ee ee 
Hospital, U. S. Immigrant Station, Ellis Island, New vor 


Baggage Room and Dormitory, U. S. Immigrant Station, 
Ellis Island; New orl: ee 

Insane Ward, U.S. Immigrant Station, Ellis Islandé New York 

New Legislative Buildings, Regina, Saskatchewan 

New Harbor Sheds, Montreal’. 27. 7. 2277 

Auditorium, Denver, Colorado . . 

Grandstand, National League Base Ball Park, Pitsburoh 

Public! Bath: No.2l> Brooklyn. ee 

Addition to Rome-Miller Hotel, Omnia Sg Se are 

Statler Hotel, Buffalo. . . 2. . 

Williams Apartment House, New vere 

Residence, Duncan Joy, Esq., St. Louis . . . 


LIBRARIES AND SCHOOLS 


Publie library NewOrleans eee ee ee 
Crunden Branch Library, St. Louis a kt UE ae 
Public Library, Council Bluffs, lowa. . . 2. . . 
Public Library No. 31, New York ... . . 
Trumbull School, Chicago. . . PUES <u o ves hon eee 
Bowen High School, South Greece ce Stes. Ceca d ealyhg eae 
Kindergarten Building, New York . .. ...... 
Public School No. 17, New York , Pe ye 
Public School No. 32, Jersey City, New ee ne 


PAGE 


ILLUSTRATIONS 
STRUCTURES BUILT ON RAYMOND PILES — (Continued ) 


OFFICE, LOFT AND SIMILAR BUILDINGS eee 
Standard Oil Company Building, Baltimore . ... . . 56 
Richman Realty Building, New York . . . . . pat 96 
Essex Building, St.Paul. . . . tee cee AA 
Exchanges, Chicago Telephone (o>, Ghee ee oh O4= 1o4 
Lindeke-Warner Building, St. Paul . . . . . . . fi VAAL 
Seelman Building, Milwaukee. . . BA ss > Ie) 
Strohmeyer & Arpe Building, New ok. eee eee al (X7 
Harder Realty Building, New York. . . . . 2... 157 
Maxwell-Briscoe Building, Chicago . . . .. . oe ES) 
Locomobile Company of America Building, Ghiewne Pe OO 
Garage, Locomobile Company of America, Boston . . . 132 

WAREHOUSES 

Trinity Corporation Warehouse, New York. . . . . . 126 
Depew Warehouse, New York. . .........- JI 
Shaughnessy Warehouse, St. Lous. . . . . ..-..- | 108 
Willow Street Warehouse, Philadelphia . . .... . 159 
Eldridge & Higgins Warehouse, Marietta, Ohio. . . . 128 
Emerson Warehouse, St. Louis . . 158 
Philadelphia Warehousing and Cold Storage Building, 

Rhiladelohiagw atte ey ae 118 
U. S. Express Company Belgie News orkaeapera os) 8100 

MANUFACTURING BUILDINGS 

General Electric Company Buildings, Schenectady, 

Neway orkatens ee ee Sie i ke ge) 2 . 46,90, 115 
Westinghouse Electric and Neneccrriae Company 

Building, East Pittsburgh . . . 82 
Troy Laundry Machinery Company Buildings Cheng : 95 
Hooper Laundry Company Building, Salem, Massachusetts 1 13 
Lawler Flour Mill, New Orleans. . . .... . Ss 
Bakery, John Schmalz Sons Company, Hoboken, New fhe 109 
Frazee-Potomac Laundry, Washington, D.C. . .. . . 152 
Bemis Bros. Bag Company Building, St. Louis. . . . . 134 
Marietta Chair Company Building, Marietta, Ohio . . . 130 
Mill Building, A. & S. Wilson Company, ocean 

Hennéyivanideere es ee) ce exe, 105 


e135] 


ILLUSTRATIONS 


STRUCTURES BUILT ON RAYMOND PILES — (Continued ) 


PAGE 
Gulf Bag Company Building, New Orleans . . Sen 40 
Reinforced Concrete Sand and Gravel Bins, Arundel Sand 
& Gravel Co., Baltimore . . . eS te AVAL AVA A 2 
POWER HOUSES 
West Jersey & Seashore R. R. SE yee 
News erseyo eee ; 58 
Union Railway Company, New York of a Oe (25 
Union Electric Company, Dubuque, lowa. . . arr tet 
American Railways Company, Tyrone, peerevdeentie oar 85 
Coney Island: Railway,.brooklynusseces nee een 11] 
Philadelphia Rapid Transit Company, Phiedelone eens, 
Malden & Melrose Gas Light Company, Malden, 
Massachusetts; % & 22s SS tees ee 93 
New York & Richmond Gas Company, Clifton, Staten 
Island, New York . fe : ; 97 
RAILWAY BUILDINGS 
Car Barns, New York City Railway Company, New York 91 
Rapid Transit Gar; Barnes brooklyn seas 102 
Denver & Rio Grande Railway Station, Grand Taschen 
Colorado : =o hea eA 
Car Shops, Big Four Rdierd Manat Caen linea eg ARIS 
VIADUCTS 
Norfolk & Western Railway Viaduct, Kenova, West 
Virginiags sae 144 
Canadian Pacific Railway etek Letibridaes Alberta . : 50 
DOCKS, BULKHEADS AND SIMILAR STRUCTURES 
New Boardwalk, Atlantic City, New Jersey . . . . . 64, 133 
U. S. Government Revetment Along the Missouri River . 66 
New Municipal Docks, Baltimore. . . . . . . 68,87, 88, 89 
Concrete Bulkhead, J. S. Young Plant, American Tobacco 
Company, Balimore. oe-meta eee eee 70 
Concrete Ore Dock, Maryland Steel @perene Spacreehs 
Pont;;Maryland = =e oe e425 Oe Beat 
Concrete Bulkhead, International iatveaten Coucane 
Chicago -.) °? Ag. 6 ol en ee Oe) 


fia] 


THE DEVELOPMENT OF THE 
CONCRETE PILE 


ie development of the concrete pile was the result 
of two causes: (1) the great increase in the cost of wood 
piles, and (2) the demand for an absolutely permanent form of 
piling. The extent of these causes is best indicated by the 
almost immediate favor with which the concrete pile was 
received by architects and engineers. Metaphorically speaking, 
the concrete pile may be said to be still in its infancy —its birth 
dates back hardly more than a decade — although the degree to 
which it is being employed would indicate a more mature stage 
to the casual observer. It is only a question of time when it 
will completely supplant its wooden prototype. Wood piles 
will never become cheaper. Neither can they be permanent 
except In rare cases. 


THE MOST WIDELY USED TYPE OF CONCRETE PILE 


aN TN Raymond, a Western railroad bridge builder, was the 
pioneer of the concrete pile in the United States. He was the 
originator of the type of concrete pile made in place with a per- 
manent shell or form. That the Raymond type has proven 
itself to be more adaptable than any other is evidenced by its 
use in more than 75 per cent. of the concrete pile foundations 
now being placed in this country. The reason for this suprem- 
acy is apparent when consideration is given to the facility that 
the Raymond system affords for rigid inspection and scientific 
checking during the process of placing the pile. ‘This insures a 
perfect pile and accurately ascertains its bearing capacity before 
the pile is subjected to its load. 


LOCAL CONDITIONS DETERMINE TYPE OF PILE 
TOsBERW SED 


To state that a certain type of pile will meet any and every 
condition is analogous to saying that a certain type of bucket 
will do any and every kind of digging. It may be suited to 


Rix 


RAY MOW Die GOW: Gtr ele i, holt es CO Vela Nee 


GNNOYDNOVE NI NAAOHS STTAHS ONINYOA YOA AAV 


(61 oBed 92S) 
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‘SA1ld GNOWAVY YOI STISHS ONIAVW AO GOHLAW 





[ 16 | 


DEpeEOD MENTOR RHE GON GREI&E PILE 


certain cases, but not to others. We do not claim a universal 
application for the Raymond pile. We do claim, however, 
that the Raymond pile is applicable to most cases where piling 
is necessary. 


We have had a longer and wider experience in placing concrete 
piles than any other organization in the United States. In the 
course of this experience, we have come to recognize the fact 
that every situation requires careful individual study in order to 
determine just what is best suited to meet the local condition. 
We give each job special consideration, and then design and 
build whatever best meets the need. In most building- 
foundations, a Raymond pile without reinforcement fulfils every 
requirement. In others, reinforcement is necessary because of 
lateral strains. In dock construction, careful attention must be 
paid not only to the soil conditions, but also to the depth of 
water, exposure to storms, etc., and in the construction of bulk- 
heads the character and weight of the fill to be retained. All 
of these factors must be considered in designing the type of 
concrete piling to be used. ) 


Though the Raymond pile is more adaptable for foundation 
work than any other type of concrete pile, there are certain 
conditions under which it is sometimes desirable to use rein- 
forced concrete piles that are cast in molds before being placed. 
Those used by us in the construction of the new boardwalk at 
Atlantic City; in revetment work for the U.S. Government 
along the Missouri River at Elwood, Kansas; the reinforced 
concrete sheet piles that we employed in the construction of the 
new docks for the city of Baltimore; the reinforced concrete 
bulkheads for the International Harvester Company at Chicago 
and the Maryland Steel Company at Sparrows Point, Md., are 
examples of cast concrete piles that we designed to meet special 
and widely varying requirements. 


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THE METHOD OF MAKING AND 
PLACING RAYMOND PILES 


Tek Raymond pile is made by driving a tapering sheet steel 
shell to refusal by means of a collapsible steel core, with- 
drawing the core and thereupon filling the shell with concrete. 


JUSIS A} slab 


The shell consists of a number of conical sections that are formed 
by uniting the vertical edges of two lengths of 18 to 20-gauge 
sheet steel, bent into shape by a cornice brake. The diameters 
of the sections range in a decreasing ratio from the uppermost 
section down to the point or boot. ‘The latter 1s stamped from 
a single piece of 16-gauge stock. 


pHERGORE 


The core is composed of three steel segments forming a tapering 
cylinder or cone. The segments are separated or brought to- 
gether through the action of a series of wedges. 


ASSEMBLING THE SHELL 


The shell is assembled by slipping the various sections compos- 
ing it over the core, the segments of which are expanded at this 
stage. Placing the boot in position over the point of the core 
completes the shell. ‘The sections overlap sufficiently to exclude 
soil, water, or any other foreign substance that might otherwise 
gain admission into the shell while it is being placed. 


PLACING THE SHELL 


After the core is completely encased in the shell, it is driven to 
refusal. The core is thereupon withdrawn by bringing the seg- 
ments together, or “‘collapsing the core,’ as the operation 1s 
termed. The shell, which is of sufficient strength to retain its 
shape after the withdrawal of the core, remains permanently in 
the ground and acts as a mold or form for the concrete. 


[19] 


RAY MOWN DA CON GRIEVE Ee GO Mar Ney 





RAYMOND PILE CORE AND SHELL 
THE SHELL, SHOWN TO THE RIGHT OF CORE, APPEARS AS IT WOULD BE 
WHEN IN POSITION IN THE SOIL 
[ 20 } (See page 19) 


MAKING AND PLACING RAYMOND PILES 


FILLING THE SHELL 


Before being filled, the shell is subjected to careful inspection. 
After inspection, it is filled with thoroughly mixed con- 
crete, composed of one part good Portland cement, three parts 
sharp sand, and five parts crushed stone or gravel of suitable size. 


REINFORCING THE PILE 


If the pile is to be reinforced, the reinforcing material is placed 
in the shell prior to the placing of the concrete. This operation 
is simple and requires no unusual skill. 


STANDARD SIZES 


The dimensions of the standard sizes of Raymond concrete piles 
are as follows: 


20 ft. long, 20 ins. at the top and 6 ins. at the point 


25 20 8 
BOW 2) Seema, i 8 
Shey AV LOS ee , 8 
Aaa, [See . 8 


[ 21 ] 


RAY M:0 NDE COUG alee i ie EweG OU Adve 





SHELL OF A RAYMOND PILE DRIVEN TO REFUSAL AND CORE ABOUT 
10 BE WITHDRAWN 
(See page 1°) 


THE BASIS OF THE SUPERIORITY OF 
THE RAYMOND PILE 


THE FUNCTION OF THE SHELL 


HE shell of the pile protects the setting concrete against being 

cut off or seriously warped or displaced by the compression 
of the soil caused by the driving of adjacent piles. It likewise 
prevents the admixture of any foreign material that might tend to 
impair the bond of the concrete. Thus the many and serious 
dangers that threaten piles made in place without a permanent 
shell, or without any shell whatever, are completely avoided. 


THE IMPORTANCE OF PROTECTING THE SETTING 
CONCRETE AGAINST DISTORTION 


No careful engineer or architect will permit green concrete to 
be placed in quicksand, silt, soft mud or any other porous or 
unstable material, without the protection of a form. _ It is of still 
greater importance that the concrete be protected when it 1s 
placed below the surface of the ground, where the pressure 1s 
often very great. In ninety per cent. of the cases where made- 
in-place concrete piles are employed, a permanent form is abso- 
lutely essential to complete SUCCESS. 


It does not suffice to know that a quantity of concrete equal to 
the cubic capacity of the hole made, has been deposited therein. 
It has been demonstrated by exposing concrete piles made 
without a protecting form, that they are often of widely varying 
diameter, due to the unequal pressure upon the soft concrete of 
the differing strata of soil displaced. The diametric measure- 
ments of one such pile often vary as much as from 3 ft. to 5 
or 6 ins. This variation, which, in most soils, is inevitable 
when no form is used, is likely to be still further increased 
by the driving of closely adjacent piles. 


Failure to secure uniform results cannot occur where a shell or 
protecting form is used that permanently remains in the ground. 
This shell not only successfully resists the soil pressure when 


[ 23 ] 


RALLY M-OWN- DAG OU GARE Te Ee Eee OM een axe 
























































RAYMOND PILE CORE COLLAPSED AND PARTLY WITHDRAWN FROM SHELL. 
COMPLETED RAYMOND PILE WITHOUT REINFORCEMENT 


(See page 19) 


[ 24 ] 


SHEETS EM MOMSEN E TONE” IEISUSS Meo AN OM Ma) Jes 67S 


the core is withdrawn, but, when filled with concrete, will 
withstand the additional pressure caused by the driving of 
adjacent piles. 

SPEED IN PLACEMENT 


Speed in placement is still another point of superiority in the 
Raymond pile. Raymond piles can be placed more rapidly 
than any other type of concrete pile. The placing of piles can 
be commenced immediately after the proper equipment has been 
assembled at the site of the work. As soon as the shell of a 
pile has been placed, the core is easily and quickly withdrawn 
and the driver, which is mounted on a turn table, 1s then turned 
to place another shell whi e the first one 1s being filled. If cast 
piles are used, however, their constituent materials must be 
transported to the site and the piles cast. A seasoning period 
of 30 days must then be allowed to elapse before the piles are 
ready to be handled and driven without injury. Considerable 
time is also lost in dragging cast piles to the driver, adjusting 
them in the leads and then driving or jetting them. 


INSPECTING THE PILE BEFORE COMPLETION 


Perhaps the chief points of superiority of the Raymond pile are 
the absolute assurance of the permanent integrity of its shape 
and the tested carrying capacity of every individual pile. The 
first is afforded by the inspection of the shell of each pile before 
it is filled. Should the shell, after the withdrawal of the driving 
core, be found to have been distorted through extreme soil pres- 
sure or should any foreign material have gained entrance into it, 
it is possible to remedy the defect at this stage, before the pile 1s 
completed. Any distortion that may occur in a pile made in 
place without a form, or with only a temporary form; or any 
fracturing that may occur during the driving of a molded pile, 
must, of necessity, remain hidden, subsequent settlement, perhaps, 
calling attention to the existence, though not to the extent or to 
the nature, of the concealed fault. 


TESTING THE CARRYING CAPACITY 


The method of placing the shell of a Raymond pile makes it 
possible to observe the penetration under each blow of the 


[ 25 ] 


RAY-M OW DUC OW. GIR TES EG OMe ee 


GIRL 





SATId GNOWAVY NO LIN OSTVY AYV GNNOYONOVE NI NAVOHS SONICTING 
‘SINOT “LS “ONIGTINd ANVdNOD AYVANAGOOM NILYVA-NAGNNYO YOsA SNOILVGNNOSA Ald GNOWAVY DNIOV Id 


“SJID PY IAP ‘Ua Pad®) & JJassnyy ‘uvann [yy 





[ 26 | 


CUPL Olin O Fal. HER AY MOND PILE 


hammer. Since the weight of the driving core and hammer are 
constant, a comparison of the carrying capacity of each pile can 
be very accurately predetermined by noting the final resistance 
to each blow of the hammer; or, in other words, the number 
of blows to the last inch of penetration. It has been found, as 
a result of a large number of tests, that this method of measuring 
the resistance is practically as good as loading the pile. 


THE ADVANTAGES OF THE TAPERING SHAPE 


During his extensive experience with wood piles, Mr. Raymond 
observed that in friction soils tapered piles afforded a better 
carrying capacity than straight piles. On that account, when 
he invented the Raymond pile, he experimented with a variety 
of tapers. The sizes and shapes of the Raymond piles now 
used are the results of these experiments. They are calculated 
to give the maximum resistance for a given length. While we 
recognize the value of straight piles under certain conditions and 
recommend and place them when such conditions exist, ina 
great majority of cases the tapered Raymond pile proves itself 
the most effective. 

Our conviction that the tapering rather than the straight pile has 
the advantage in carrying capacity 1s based on data received from: 


|. a comprehensive record of the resistance encoun- 
tered in driving; 

2. an extensive series of loading tests, during which 
the real carrying power of the pile has been checked 
with the resistance encountered at the time of driv- 
ing. 


COMPARATIVE TESTS OF PILES OF VARYING TAPERS 


During the fall of 1906, we carried out, in Boston, an extensive 
series of tests with three piles having a variety of tapers. The 
records of these tests substantiate our claim as to the value of 
the tapering shape. They were made under the supervision of a 
prominent engineer, who contended that for the soil in question, 
a straight pile possessed certain advantages over a tapered pile. 
This engineer's attitude was based on the belief that increased 


[ 27 ] 


RAYMOND ERG OLN CIR ES Teele sO aN 


(PG eBed 226) 
SGHHS YOUNVH IWAYLNOW MAAN YOA GAOV ld Alld GNONAVY V NO dVOT LSAL 


j qMOOOIII av07 | 
mee FO SMe! 


Be Td USO QOL UR 





[ 28 ] 


SUPERIORITY OF THE RAYMOND PILE 


surface area afforded increased friction and consequently in- 
creased carrying capacity. 


To make sure of this point, two piles, each 20 ft. long, were 
driven within a few feet of each other. One core, “Core Jay 
was 13 ins. in diameter at the point and 18 ins. in diameter 
at the top, while the other, “Core B,” was 6 ins. in diameter 
at the point and 20 ins. in diameter at the top. “Core A,” 
with the large point, drove fairly hard from the start, and re- 
quired 944 blows of the steam hammer to secure a penetration 
of 20 ft., 8 blows being required to secure the last inch of 
penetration. “Core B,” with the smaller point, started easily. 
But, while it required only 875 blows to secure 20 ft. of pen- 
etration, 21 blows were necessary to drive the last inch. 


At the expiration of about a month, both piles were loaded 
and carefully tested. The test showed that the pile with the 
greater taper carried a proportionately greater load, showing 
no appreciable settlement up to 65 tons. This result is particu- 
larly interesting, in view of the fact that the engineer who made 
the tests did so for the specific purpose of demonstrating that a 
straight pile has a greater carrying capacity than a tapered pile. 
The results of these tests have been repeatedly confirmed in the 
course of our experience. 


THE ECONOMY OF TAPERING PILES 


The record of the test made of a 35-ft. pile driven in the same 
ground as the other piles is of interest as showing the economy 
of tapering piles. This pile measured 8 ins. at the point and 
18 ins. at the top. On account of its less taper it was possible 
to secure a penetration some 15 ft. deeper with this pile than 
with the 20-ft. pile having the greater taper. But, notwith- 
standing the increased length of the pile, its carrying capacity 
under load was not as great as that of the short pile. 


WHERE STRAIGHT PILES ARE PREFERABLE 


There are places where a straight pile has its advantages; for 
instance, where a semi-fluid material overlies rock or hard-pan and 


[ 29 ] 


RVA*Y MO NeD IC OUNGG a a ae es hee COMPANY 





CNV TSAATO YVAN ‘AVATIVY NYAH.LNOS NVOIHOIN ¥ AYOHS ANVT “LONGVIA VOOHVAND ‘SONILOOS ATid GNOWAVY 
"AIIULOUG “YJAON “J LT 


4 = 


eee. ede ee Gee 


mr bog 


* 


* Fy 
ee ; Pe ee 


[ 30 ] 


SURO layer O Fae isH Be RiAty MON DAE LEE 


the pile must be considered asa column. But these conditions 
are seldom encountered in actual practice. 


HOW STRAIGHT PILES INCREASE THE COST OF 
FOUNDATIONS 


The failure to appreciate the greater carrying capacity of a 
tapered pile has caused a material increase in the cost of many 
concrete pile foundations, for the reason that contracts are often 
awarded on the basis of the lowest price per lineal foot. It is 
well-known that the cost of piling is, in a measure, inversely 
proportional to the number of feet involved in the contract. It 
is, therefore, obvious that the bidder who contemplates the use 
of a pile or form that is straight or nearly so, realizes, unless the 
site overlies hard-pan or rock, that practically any desired pen- 
etration may be secured. In other words, a 40-ft. straight pile 
can be used where a 20-ft. tapered pile would be more effective. 
This means that twice the necessary number of lineal feet of 
piling has to be paid for. This principle is well illustrated in 
New Orleans, where some recent important structures are rest- 
ing on 20-ft. tapered concrete piles that were substituted for 
wood piles of much greater length. Tests on the short, tapered 
concrete piles showed an increase in carrying capacity over the 
longer wood piles of from 25 per cent. to 50 per cent. 


[ 31 J 


RAYMOND COW Gil [i Ee ie GO Vi ave 








Nae SS es : x 


METHOD OF HANDLING AND DRIVING CAST PILES FOR NEW BOARDWALK, 
ATLANTIC CITY, NEW JERSEY 


(See page 65) 


[ 32 ] 


THE ECONOMY OF CONCRETE PILING 


WiiecONCKE LE arikiINGsIsySUPERIOR, TO; WOOD 
PILING 


The superiority of concrete piling over wood piling consists of: 


|. its permanence and, therefore, immunity from decay and the attacks 
of boring animals; 
2. its economy, due to 

(a) the smaller and lighter footings secured by the use of fewer piles; 

(b) the decreased unit pressures on the soil, due to the decreased weight of 
the footings; 

(c) the practical elimination of shoring or underpinning, sheeting, pumping, 
deep excavations and the sawing-off of piles, and the reduction of the 
quantity of masonry necessary where wood piling is employed; 

(d) speed in placement effected through the elimination and reduction of the 
foregoing items and consequent earlier productiveness of the investment. 


THE DISADVANTAGES OF WOOD PILING 
The chief disadvantages of wood piling are: 


1. its lack of absolute dependability due to its exposure to 
(a) rot caused by imperfect saturation; 
(6) the attacks of marine borers, teredos and limnorias and wood boters ; 
(c) destruction or impairment through over-driving; 


2. its lack of economy, due to 
(a) constantly increasing price; 
(b) the heavy expense for shoring or underpinning, sheet piling, pumping, 
excavation, masonry work, etc., in the attempt to assure permanent satur- 
ation. 


A comparison of the foregoing disadvantages of wood piling 
with the advantages offered by concrete piling, will speedily 
demonstrate why the latter has, during its few years of existence, 
gained such a strong foothold. 


THE BASIS OF COMPARISON BETWEEN WOOD AND 
SONGCRE TEePILING 


In discussing the comparative merits of wood and concrete piling, 
cost is often the determining factor in the mind of the investor. 
But the absolute certainty as to the permanence of a concrete 


[ 33 ] 


RACY M OW De CON GREETS Ete Vise ee 


(9 eBed aag) 
YaATY THNOSSIN AHL ONOTV LNANLAASTY LNANWNYAAOD ‘Ss ‘MN YOd SATld LSVD DONITIGNVWH 





[ 34 ] 


PAGaOo Nee imme Ope eaG. ON: CoRsE cd tev Pelee ieiVeG 


pile foundation should outweigh all consideration of cost. When 
concrete piles were first introduced in the United States, the 
conditions that menace the permanent saturation of wood piling 
had not attained their present proportions. Consequently, cost, 
in a great majority of instances, overbalanced all other consider- 
ations. The growing appreciation among architects and engl- 
neers of the many dangers that constantly threaten the integrity 
of wood piling, has produced a change of feeling regarding the 
sometimes seemingly excessive initial cost of concrete piling. 


The following are the absolute essentials of a good piling foun- 
dation: it must carry the load of the superstructure without 
settlement; it must be permanent; and it must be placed with 
dispatch in order to save rent, interest, etc., during the construc- 
tion period. These are the essentials that govern the cost of a 
foundation. There are minor ones but these are either so small 
as to be negligible; or else they affect the cost of concrete and 
wood piles alike. 


In taking up the first essential—the ability of the foundation to 
carry the load of the superstructure without settlement—it 1s 
assumed that the load is to be the same for both types of piling 
and that the same bearing power must, therefore, be developed 
by both. The first problem, then, is to-determine the cost of 
a concrete pile as compared with that of sufficient wood piles 
to develop the same bearing power. It should be understood 
that any statements made must be general because local 
conditions radically affect the problem. Details of specific 
operations might be furnished; but they would probably be 
misleading on account of conditions differing from those of any 
other. An average basis will therefore be assumed for com- 
parison and the local conditions that might change this basis 
will be pointed out. 


THE DIFFICULTY OF ESTABLISHING STANDARD 
BRIGED2OrsCONGRE, LE SPICES 


The cost of concrete piles, due to their manufacture on the 
ground, is wholly dependent upon local conditions; such as cost 
of transporting machinery to the site; the availability of the 


heed 


RAY MOND®S CON GRE TE ieee OW aA vey 





DRIVING CAST PILES FOR U. S. GOVERNMENT REVETMENT ALONG THE 
MISSC URI RIVER 
(See page 67) 


[ 36 | 


FAG ORNEOR eye Ota eC.OrN, CORE hele lel leNaG 


materials entering into the making of the piles ;{the character of 
the soil to be penetrated ; the number and spacing of the piles; 
and the general labor conditions incident to the locality. For 
this reason it is impossible to make fixed or standard prices of 
concrete piles. So necessary is a knowledge of local conditions 
in making estimates that we cannot fix prices even in the most 
general way. 


THE REASON FOR THE GREATER CARRYING 
GARAGE YSOZ CONCRETE PILES 


In general, however, it is assumed that, per lineal foot, concrete 
piles will cost four times as much as wood piles driven under 
the same conditions; that in 90 per cent. of the soils encountered, 
the necessary length of the wood pile is about 50 per cent. more 
than that of the concrete pile;. and that the load supported by a 
concrete pile can be safely doubled over that supported by a wood 
pile. In making the first assumption, this ratio of cost is based 
on a number of different cases; and since wood and concrete 
pile driving are essentially the same operation; and as the local 
conditions which affect the actual pile driving influence both to 
practically the same degree; this ratio remains the same, what- 
ever the conditions. The local condition that does affect the 
cost, however, is the price of materials. 


The rest of the assumption, namely, that shorter and fewer 
concrete piles can be substituted for wood piles, must also be 
explained. As the average concrete pile is made up in what- 
ever shape desired, greatly increased bearing power can be ob- 
tained by using the shape best adapted to develop the bearing 
power of the soil in question. Furthermore, as the concrete 
pile, supported by the earth on all sides, is good for practically 
the safe load that the square area of its head will hold, its ability 
to carry such a load is much increased by its greater area as 
compared with that of an average wood pile. 


CONCRETE PILES INDEPENDENT OF PERMANENT 
WATER LINE 


The second feature of a good piling foundation to be considered, 
is permanency. There is only one sure way known today of 


[ 37 ] 


RiAvYeM OW DyiC.O NCR IEG E PA tA GC Ou aN eva 





BALTIMORE MUNICIPAL DOCKS—SWINGING REINFORCED CONCRETE SHEET 


PILE INTO POSITION FOR DRIVING 


(See page 69) 


[ 38 ] 


SESG@OWN OL Maye 0 een, OWN CORSET. EO Pri LeENGG 


making a wood pile permanent; namely, sawing it off at a point 
below the water line, or at a point at which the pile-head will 
be continuously wet. This means that the footing or capping, 
resting on the piles and supporting the superstructure, must be 
carried below: the permanent water line. Here is a point where 
the concrete pile effects a big saving in expense, as it can be 
placed without regard to the water line. 


THE CAUSE OF DECAY OF WOOD PILING 


Merely keeping wood piling moist without entire saturation, 
though it is often thought to be sufficient, will not prevent the 
propagation of the fungi that attack it. Only by depriving the 
fungi of air, the result obtained by submerging wood piling in 
water, can decay be prevented. Besides food, a fungus requires 
heat, air and moisture for its development. The necessary heat 
is supplied by almost every climate in which wood piling is 
used. Submergence is the only method whereby the air supply 
can be cut off. The requisite amount of moisture is almost as 
universally present as heat. Therefore, complete and constant 
saturation is absolutely necessary to assure permanence in 
wood piling. 
IMPORTANCE OF CONSTANT SATURATION OF 
WOOD PILING 


The importance of constant saturation as a factor in the per- 
manence of wood piling is indicated by the stress laid upon it 
by building and engineering authorities. Freitag” states: 
“Wherever piles are employed for foundations, it 1s obviously 
of the utmost importance to establish the permanent water level, 
in order that the piles may be always below this line.”’ He 
states furthermore: ‘‘Great care is necessary to see that the 
piles are not badly injured in driving, and that the upper por- 
lions are never exposed to alternate wet or dry conditions.” 
Patton} states: ‘‘Timber. . . . if under water or in wet 
or even constantly moist ground . . . . can be relied upon 
for foundations of permanent structures, as it will not rot when 
constantly wet.” Kidder‘ states : “When it is re- 
“ Architectural Engineering,’ by Joseph Kendall Freitag. 


“4 Practical Treatise on Foundations,” by W. M. Patton. 
Architects’ and Builders’ Pocket-book,” by Frank E. Kidder. 


—- * 


teh 


[395] 


RA YM OWN-D: (CC OW GI Eee Ee Tels ee OVE eeAeNaye 





TYPICAL EFFECTS OF OVER-DRIVING UPON WOOD PILING. PILES EXHUMED 
ALONG THE NORFOLK & WESTERN RAILWAY, NEAR COLUMBUS 
(See page 33) 


[ 40 ] 


FRGOINEOUMS an Ot ee Gs OFNICIR Es T En @P let 


quired to build upon a compressible soil that 1s constantly sat- 
urated with water and of considerable depth, the most practic- 
able method of obtaining a solid and enduring foundation 

_ is by driving piles.’ The agreement of these various 
authorities on the point that constant saturation is necessary in 
order to ensure the permanence of wood piles well indicates its 
importance. Furthermore, their insistence upon this point 
implies or strongly suggests that under certain conditions it 1s 
difficult to be certain of permanent saturation. 


\ 


CONDITIONS THAT MENACE CONSTANT 
SATURATION 


That wood piling will remain permanent, if constantly saturated 
or submerged, has been proven by the specimens exhumed in 
Europe by archaeologists and others. But, the difficulty of 
maintaining the saturation of piling is a problem that is becoming 
more and more serious, due to certain unavoidable causes. 


In an editorial entitled, “Wood Piling and Ground Water 
Level,” Engineering-Contracting* states, apropos of the 
foregoing problem : 


A point not so often allowed for as it should be in planning the use of 
wooden piles is the change in water level that is likely to occur, particu- 
larly in large cities, where sewers, subways and other structures affecting 
underground water levels are continually being constructed. Wooden 
piling to be permanent must be entirely below water and engineers plan 
their permanent pile structures always with this in mind. It cannot be 
too confidently assumed, however, that piles whose tops are well below 
water when the foundation is built will still be below water level a few 
years later. 


This fact is being continually brought to mind by re-building work going 
on in New York, Chicago, and other large cities. Bulkheads built at 
certain points along the Chicago River, of piles capped with concrete and 
having the piles submerged when built, now show the pile tops exposed. 
Changes in the drainage conditions have lowered the water level. In 
tearing down recently a building constructed some ten years ago in Mil- 
waukee, on pile foundations, the pile tops were found some three feet 
above the water level, though when the building was constructed they 


* « Engineering-Contracting,’’ Chicago, April 13, 1910. 


[ 41 ] 


ICA WY MON De? COIN GIR ET Es Pall? EG Oi Pein vave 


1 sioueiamiediiiea das alll 
SERS ene 





DAMAGE INFLICTED BY THE TEREDO UPON WOOD PILING ALONG THE 
PACIFIC COAST 
(See page 33) 


Ce OmNEOnViny anes tC, Op Ve GR Kale Fat le] ueNGG 


had been placed below it. The sewerage and drainage work of the inter- 
vening years had lowered the original water level. 


The lesson of these occurrences is obvious, for no one can doubt that they 
represent quite common conditions. Ground water levels depend en- 
tirely on drainage conditions and in cities drainage conditions are sel- 
dom the same for any long time. The engineer who puts in perman- 
ent pile work, therefore, runs a hazard of having it exposed to rot by 
succeeding constructions affecting ground water levels, unless he is very 
certain of his conditions. 


An article published in Cement Age™ under the heading of 
“Prevention and Cure of Weak Foundations,’ not only 
reiterates the warning conveyed by Engineering - Contracting, 
but goes further in describing some specific instances of build- 
ings settling as a direct result of wood piling foundations 1m- 
paired through changes in ground water levels. 


The writer of the article states : 


As the demand for consistent economy in design and construction of 
buildings increases, attention is being drawn to the all important subject 
of foundations. The settlement observed in many important buildings 
during recent years and the great cost of the repairs made necessary, to 
say nothing of the danger and risk involved, have contributed to make a 
consideration of the subject not only interesting and timely, but of vital 
importance to those concerned, whether owners, architects or builders. 


For buildings that could not well be founded on solid rock, and whose 
dimensions did not warrant the use of pneumatic caissons, it has been 
customary to rest footings upon the heads of wood piles sawed off below 
the ground water level and spaced to distribute the load according to 
the estimated safe bearing power. Such foundations were considered 
economical and satisfactory, and it is only during recent years that the 
many failures of wood pile foundations raised a serious question as to 
their economy in important building operations. 


Wood piles form a satisfactory foundation as long as they are below the 
ground water level, but when the water level lowers and the piles are 
exposed to the atmosphere, they deteriorate rapidly, often involving seri- 
ous risks, and invariably necessitating expensive repairs. Such condi- 
tions have become much too prevalent and it is most gratifying to know 
that modern engineering has developed efficient and economical methods 
of prevention as well as cure for these dangerous and costly troubles. 


The principal cause for the weakening of wood pile foundations is the 


# Ya, Age,” New York, April, 19/0. 


[ 43 ] 


ROALY (MO W* Dig GOWN GR Eg secre] ee) Violeta ya 





(LG eBed 33S) 
SAMId ALAYONOD GNOWAVY NO LTIING 


STIOdVNNV ‘AWHCVOV TVAVWN ‘S ‘N ‘dNOYD CINAGVOV 


era 





WIaMoAp “AsopT Jsauay 





[ 44 ] 


PaGe@eNeOuie aes Oza G, OUN CR Ela Ee sels LeNeG 


changes in underground water levels. In open country the water table 
is maintained at a fairly uniform level, because there are no artificial 
causes to disturb the permanence of the supply. In cities, however, the 
condition is wholly changed, because roofs and pavements divert the 
natural surface drainage and underground works often change the course 
of streams so that the ground water level is subject to marked variations. 


As an illustration of the change of the ground water level and its effect 
upon wood pile foundations, some cases in New York City may be cited. 
At the site of the Tombs and surrounding buildings, formerly existed a 
deep fresh water pond, fed by numerous springs. It was called by the 
Dutch ‘‘Kalch Hook’’ (Shell Point), later corrupted by the English 
into “‘Collect’” by which name it has since been known. During the 
construction of the subway on Centre Street the tunnel passed through 
the site of the old Collect Pond and considerable water was encountered, 
which had to be removed by pumping. The pumps were located about 
25 feet below the curb and the pumping operation extended over a period 
of ten or twelve months. 


Near the same street, a 7-story brick warehouse showed evidences of 
settlement. When the building was erected about | 6 years ago, the piles 
were cut off about 10 feet below curb level, an elevation which was then 
below mean ground water level. Since then, the ground water level 
has been lowered from 5 to 10 feet in this locality by heavy pumping 
and drainage, chiefly in connection with the excavations and constructions 
for the subway through Centre Street. 


Within the last two years the foundations of this building settled about 
2 inches. Investigations showed that the tops of the piles were about 8 
feet above the present ground water level, and were no longer protected 
by saturation, so that decay had commenced which might, in time, ser- 
iously imperil the stability of the building. 


It is believed that with cessation of pumping for the subway, the lowering 
of ground water level will not only cease, but may be reversed, so that 
in time the level may rise part way at least to its former elevation. It 
was, therefore, considered that the safety of the building would be suf- 
ficiently insured by safeguarding that portion of the foundations between 
the bottom of the concrete footings and the present ground water level, 
below which the piles are durable and efficient. “To accomplish this it 
was determined to cut the piles down 5 feet and to extend the present 
concrete footings down to rest on their lowered tops. This was done at 
great expense to the owner, the walls were needled, the earth below them 
excavated, and piles cut off and new concrete footings placed upon the 
piles after they had been cut off at the lower elevation. 


A remarkable instance of the lowering of the water level away from 
pile foundation because of tunnel construction occurred at the old 


[49.2] 


RA‘'YM O.N|D|G OWNIOR lees alc Ooi ea 


AASNAOIT ‘NAANVUYA NVA M ‘DOD Ad GAOVTd SATId ALAYONOD GNOWAVYA NO LIINGA 
NYOA MAN ‘ACV.LOANAHOS ‘ONIGTING ANVdNOO OMLOATA TVYANAD 





[ 46 | 


Eien veo inva O lem CeOsVveG RE ERE ING 


Cambridge Hall Building, Thirty-third Street, directly opposite the 
Waldorf Hotel. The Thirty-third Street wall of this building was 
supported on wooden piles. Settlement took place in the building during 
the construction of the Thirty-third Street crosstown tunnels, which went 
directly in front of the building. 


After the tunnel excavation had been completed, and the permanent ma- 
sonry lining built in place, it was thought that the stream which had been 
flowing into the tunnel the year before would back up and again sub- 
merge the piles. The borings, however, indicated that this was not so, 
for the tunnel had in some manner effectually and permanently diverted 
the old stream and lowered the ground water level. 


The roof of the tunnel at this point was in rock and the piles supporting 
the north wall of the building rested on the rock. When the contract 
was let for the underpinning, the contractor expected to encounter water 
and to sink the cylinders under the wall by the pneumatic process. When 
the work was done, however, no water was found, the cylinder went down 
in the dry, and the underpinning was, therefore, a very simple matter. 
It showed, however, that the water table had been lowered on account of 
the tunnel construction about 24 feet. The underpinning and mainten- 
ance of this wall cost the owner about $40,000. 


Innumerable cases of foundations weakened by this cause are continually 
coming to light, and with the demands for higher buildings and greater 
foundation loads, old foundations must be strengthened even in the ab- 
sence of this water level trouble. Modern buildings, especially in New 
York City, require greater support that can ordinarily be secured by wood 
piles, depending chiefly on friction for the bearing power, and engineering . 
skill is rapidly solving these new problems by inventions involving both 
new forms and new methods for foundation work. 


The writer then enumerates the preventive methods available for 
use in guarding against the arising of conditions of the nature 
described. He states: 


Prevention of the unsatisfactory conditions resulting from the use of 
wood piles is found in the substitution of concrete or other artificial sup- 
ports which are unaffected by changes in water level and which may be 
made strong enough to carry the loads required. 


Concrete piles have been coming rapidly to the front as combining the 
necessary elements to most successfully solve this problem. Unaffected 
by water conditions, they may be made of almost any strength desired 
and in their many forms of construction and methods of placing, are 
adapted to nearly all conditions of foundation work. 


[ 47 | 


RAYMOND. CON CR Eas Tie GOVT aaa 





SATId ALHYONOD GNOWAVYA NO LING 
MYOA AAN ‘GNV'ISI SITTA ‘NOLLV.LS LNVYDINIWI “SN ‘STV.LIGSOH SHSVASIC SNOIDV.LNOOD 


quauyapndag Xanspary, "SQ ‘yoapiyoa4p Huisiazsadngs ‘aojto yy vouy saunf 


tte ro na ce % ing “ * 
mg coma a gare See eter i rel 


[ 48 ] 


FAGOUNCOSM eae Osa COON, CORP RT ES Palla NeG 


The construction of a big intercepting sewer in Boston lowered 
the level of constant immersion of the wood piles of numerous 
buildings. As a result, many of these buildings had to be 
underpinned at considerable expense. Even in New Orleans, 
where the city proper is below the level of the Mississippi 
River, the new deep sewers have so changed the water level as 
to drain the tops of wood piles there. In one particularly 
notable case, these new sewers lowered the water level suffici- 
ently to expose the wood piles in the foundations of a million- 
dollar building, for 5 ft. of their length. 


In some cases, in order to overcome the drainage of the soil, 
sprinkler systems have been installed to keep wood piles satu- 
rated. Such an arrangement is, of course, only a make-shift. 
A more permanent method is required to guard against the 
settlement, if not collapse, of the buildings supported by the 
impaired wood piling. 


Many buildings along the water fronts of our large cities are 
erected on wood piles driven in soil whose saturation is depen- 
dent upon the flow of the tides. The filling-in of land between 
such buildings and the body of water near which they are 
located, has in many cases, worked havoc with the wood piles 
by cutting them off from their source of saturation — the tides. 
The drainage of Lake Texcocco, near Mexico City, has brought 
about a corresponding lowering of the water level in the city. 
The result has been the settlement of a large number of 
structures supported by wood pile foundations. ‘The construc- 
tion of deep foundations alongside of more shallow ones; and 
the diversion of springs encountered in excavations for various 
purposes are additional dangers that threaten, through soil 
drainage, the integrity of wood pile foundations. 


The dropping of the assumed water level is a local condition that 
may make wood piling dear at any price, and even if there were 
no other advantages, would give the preference to concrete piling. 
INFLUENCE OF WATERSLINE, UPON COST OF PILING 


In general, if it should be necessary to lower the footings for 
wood piles only 3 ft. on account of the water line, it is cheap- 


aa 


RAY MON De CON GRE ere alls aC OV A Nay 


SAlld ALAYONOD GNOWAVHA NO LING 


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Kl Re 


[ 50 ] 


Ee) Ve Oma vee Cr nem OviVeGel ele Lem iniileleNiG 


er to use concrete piles. The lower the water line below the 
necessary depth of the cellar or basement, the greater is the 
saving effected through the use of concrete piles, for, the lower 
the foundation footings are carried, the greater becomes the cost 
of these footings, and the greater the cost of excavation, shoring 
or underpinning, sheeting and pumping, during the construction 
period. With concrete piles there is practically no excavation 
necessary below the basement level, except to give sufficient 
depth to the footing to distribute the load. Furthermore, 
pumping is eliminated and little or no sheeting or shoring is 
required. 


Therefore, though wood piles are considerably cheaper than 
concrete piles for the same bearing power, yet the advan- 
tage of permanence will offset this difference in cost, if the low 
water line at which the wood piles must be cut off is such that 
3 ft. of concrete can be saved. Add to this the fact of the 
uncertainty of the maintenance of the water line at the required 
level, and the balance of the scales is overwhelmingly in favor of 
concrete piles. 


SAVING IN TIME EFFECTED THROUGH THE USE OF 
GONGREUEPaEIEES 


In a large majority of cases, there is a considerable saving of 
time effected through the use of concrete in place of wood pil- 
ing. This saving comes from the elimination of excavation, 
shoring or underpinning, sheeting, pumping and the sawing-off 
of piles. A concrete pile driving plant is assembled in prac- 
tically the same length of time as a wood pile outfit. In using 
concrete piles, there is generally about one-half the number of 
piles to be driven and much time is saved in this way alone. 


Rapidity of work is always more or less governed by local 
conditions, such as the character of the soil to be penetrated, 
and the length and spacing of the piles. It is therefore impos- 
sible to give accurate figures that will apply to all conditions 
under which concrete piles are placed. The extent of the in- 
fluence of local conditions is shown by the wide variation in the 


fon) 


RAYMOND CON GRE EPL Ee CO Mine 


SATlId ALAYONOD GNOWAVA NO LTING 
SNVATYO MAN “THAN YNOTLYATAV'T 


‘spoawpoap ‘shhig 


19S PO) 


IIZUIM IY 





[ 52 ] 


EG OmveorVMayee Orr GOW G RE Te be APuti ENG 


number of Raymond piles that can be placed by one driver per 
day, this number ranging from 10 to 40. The considerable 
reduction in the size of the concrete pile capping is another 
item contributing toward the saving of time. 


Shortening the time of construction means a gain in rent— or 
return on the investment represented by the finished building— 
a factor often lost sight of by prospective builders. In a number 
of instances, the rent for the time saved by the use of concrete 
piles over any other form of foundation, has actually paid for 
the foundation itself. 


THE ADVANTAGES-OF CONCRETE PILES OVER 
SPREAD FOUNDATIONS 


The continued substitution of concrete piles for spread footings 
is an evidence of the increasing appreciation by the engineer 
that it is better engineering and often economical to adopt the 
newer form of construction. 


We have recently re-designed the foundations for a large indus- 
trial plant where the original plans called for heavy spread 
footings. The change resulted in a saving of many thousands of 
dollars and in securing a foundation proof against settlement. 


Within the last year there have been notable instances of im- 
portant structures resting on spread footings showing uneven 
settlement. This is illustrated by a large grain elevator in one 
of the middle Western states which was built on spread foot- 
ings. The engineer had considered concrete piles, but spread 
footings were adopted on account of the slight saving thereby 
effected in the total cost of the structure. Although the eleva- 
tor has been completed less than a year, it is now 10 ins. 
out of plumb and probably will have to be rebuilt eventually. 
Raymond concrete piles entirely obviate such difficulties, since 
each pile (as previously explained herein) is tested at the time 
itis placed. If unsubstantial soil is encountered, the core is 
driven until proper resistance is developed. 

An important consideration which engineers are apt to overlook 
is the decrease in the unit pressures on the soil effected through 


[ 53 ] 


RAY M OWN.D GOW GREETS Eee les ee OnVilardey ers 


SAlId ALAYONOD GNOWAVA NO LTINA 
TWAULNOW ‘SGHHS YOUUVH MAN 


‘AaaUulbusyT falyd) ‘ala : a | 








SATId ALAYONOD GNOWAVA NO LTINGA 
NVMAHOLVASVS ‘VNIDSY ‘SONICTING Eee rae AVAN 








EF at 


Sy lle 
tee 


; if ve 


al 



































Ae 











[ 54 | 


FAGOMRO LINEN O Re ClOWNIC ROR Te MP LSTNeG 


the use of smaller and lighter foundations. Not only is the 
weight of the extra concrete eliminated but also the weight of 
the superimposed earth or back fill which must be considered 
in well designed foundations. 


It is generally expected that spread footings will show more or 
less settlement. In scientific design, every effort is made to 
have that settlement uniform. 


Our motto, however, is No Settlement. 


ieee 


ReAnY?M-OON DE COW Gigs Is rae alae ee Ge OnViaeiayale 





Ba¥i x : beeen! : 
Hlaskins © Barnes, Archttects. 


STANDARD OIL COMPANY OFFICE BUILDING, BALTIMORE 
BUILT ON RAYMOND CONCRETE PILES 


[ 56 | 


SOME ILLUSTRATIONS OF THE INITIAL 
ECONOMY OF RAYMOND PILES 


U. S. NAVAL ACADEMY, ANNAPOLIS 
Jos CASE in point illustrating the initial economy of Raymond 


piles is offered by the foundations of the academic group of 
buildings at the U.S. Naval Academy, Annapolis. Certain por- 
tions of the $10,000,000 appropriation made by Congress for re- 
building the Naval Academy were alloted to the various buildings. 
When the bids for the academic group were opened, the lowest, 
that of John Pierce, of New York, was found to far exceed the 
$1,500,000 allotted for the group, and some method had to be 
resorted to, which would reduce the cost and still preserve the 
general plan of the buildings. Raymond piles were sug- 
gested, and upon investigation it was found that by substitut- 
ing them for the wood piles shown in the original plans, the 


cost would be reduced about $27,000. 


The following reductions in the foundations of the two buildings 
were effected through the use of concrete piles: 2,193 wood 
piles were replaced by 885 Raymond piles; 4,542 yds. 
of excavation were reduced to 1,038 yds., saving 3,504 
yds., and 3,250 yds. of concrete footings were reduced to 986 
yds., saving 2,264 yds. 


With wood piles, after excavating to mean low water, shoring 
and pumping would have been necessary in all trenches, and 
this saving was estimated at $4,000. A schedule of changes 
showing the saving effected through the use of concrete piles 1 1s 
given in the following table: 


* “Concrete Piles ai the United States Naval Academy,” by Walter R. Harper, 
C. E., Inspector in charge of the Academic Group, U.S. Naval Academy, 
“Engineering Record,’ March 4, 1905. 


RAYMON DAGON.GR EEE Ei COMME aN ays 


SAlId ALAYONOD GNOWAVY NO LTING 
AASUSaL MAN “ATIALSAM (NALSAS “YY VINVATASNNGd) ‘ANVdINOD “XY “UY AYOHSVAS ¥ AASHAL LSAM “ASNOH YAMOd 


china tiasiemata 





TONS alee eGo .O Mey O Fav AY MM ON De P TE 


COMPARATIVE COST OF WOOD AND CONCRETE PILES. 


Wood Piles 
2aLOB\ pileseeantnsce ras at $9.50 $20,835.50 
4,542 cu. yd. exc’vin ~ 40 1,816.80 
3,250 ;* concrete “* 8.00 26,000.00 
5,222 |b. I-beams ~ O04 208.88 
Shoring and pumping.......... 4,000.00 
SODA LEE COS Lamers rine sane $52,861.18 
Concrete Piles 
S55epileseemieta ss se at $20.00 $17,100.00 
1,038 cu. yd. exc’vn ~ 40 415.00 
986 i concrete “* 8.00 7,888.00 
Sromine eindl joarmnysrnyie oonocaccy oocbsobac 
EPO TATAECOS Tits get ae ttc $25,403.00 
DIBEERENCEMNeiGCOS laminin tein icine. $27,458.18 


The saving in the cost of the foundations by the use of concrete 
piles was $27,458.18, or more than half of the original cost of 
the foundations as designed with wood piles. 


REINFORCED CONCRETE CONDUITS 


Another instance that illustrates the economy of concrete piling 
is offered by the method employed in supporting a vitrified duct 
conduit, about 1,150 ft. long, that was built for the Long 
Island R.R. * The soil across which the conduit line was 
to be built was originally a salt marsh and except where filling 
had been done for city streets or to support railroad tracks, the 
soft quaking mud was about 30 ft. deep. 


Various supports were suggested, but the choice finally lay 
between a support of plain concrete upon closely spaced wood 
piles, and one of reinforced concrete upon widely spaced Ray- 
mond piles. The former would have required a trench 10 
to 13 ft. deep in very wet muck in order to keep the tops 
of the piles below the probable permanent ground-water level ; 
and as it was desirable to locate the ducts as high above the 
present ground-water level as possible, in order to avoid the 


* «*Reinforced-Concrete Conduits for Electric Cables; Long Island R. R.,’’ by 
Frederick Auryansen, Assistant Bridge Engineer, L. I. R. R., ‘‘Engineering News,” 
July 23, 1908. 


[ 59 J 


RAY:M. ON DAG OW Gi Ese eee nl aise OM lew ae 


SATId ALAYONOD GNOWAVY NO LING 
HOUNES.LLId “ONIGTING TVINMONWAW .SHOTIVS GNV .SYSIGTOS 
“SJIPPLYIAP ‘JaJSOQUAOTT LD sdUL1DT 





| 60 | 


L Neg pies lee COUN Ol VMaye OF BAYS M OUNDe PLIES 


difficulty and expense of drainage during construction, a large 
and expensive intermediate mass of concrete would have been 
required—the wood piles being, of course, permanent construc- 
tion only when immersed. By using Raymond piles the 
trench had to be but 6 ft. deep ; the most difficult part of 
the excavation was thus avoided; the quantity of concrete re- 
duced to a minimum; and the progress of the work facilitated 
accordingly, a highly important factor in the middle of Decem- 
ber, 1907, when the work was begun. 


[ 61 | 


SATlId ALAYONOD GNOWAVYA NO LTING 
‘dd ‘NOLDNIHSVM ‘SOMmMdnAdsaY NVOMANV JO NVAYNE TVWNOLLVNYSALNI 
“SJIIPYIAP padlIOss Y “JIAD) 20d pup fasjay V4IVU 











\\ | 


. N NVA 


RAYMONDSGOW GRIEGIE ESS Ra Oia aaa 


[ 62 ] 


SPECIFICATIONS FOR RAYMOND 
_PILES 


Ne are frequently requested by architects and engineers 
who wish to be certain of securing satisfactory concrete 
pile work, to submit a specification for Raymond piles. If 
‘‘Raymond Concrete Piles’ are called for, this is, of course, 
sufficient. If, however, it is for any reason undesirable to name 
them specifically, the following points should be covered : 


(1) The use of a shell or form which (a) remains in the ground, 
which (b) is of sufficient strength and rigidity to withstand the 
back pressure of the soil after the driving form has been with- 
drawn, and which (c) can be easily inspected to ascertain its 
condition before the concrete is placed in it. 

(2) No driving on the concrete. 


(3) Concrete shall be composed of one part good Portland cement, three 
parts sharp sand, and five parts crushed stone or gravel which will 
pass a | 7) in. ring. To be thoroughly mixed in accordance with 
the best practice. 


[ 63 ] 


RAYMOWN DV GOW GR Eelek™ Pola GLOM eeaNey 


el | 
a nt 
\ 
LY 


- 


pacan-Eo 


rPE Tg? 
Say 


i aisk 
TTT 


= 





Y oak Ue 
~) + 54 Racy 
Be Oe 4a 
rt ee 
aoe ay am 








SECTION OF NEW BOARDWALK, ATLANTIC CITY, NEW JERSEY 


CONCRETE DOCKS, BULKHEADS AND 
SIMILAR STRUCTURES 


WWgsenee our work is primarily the construction of concrete 
pile foundations, we have had considerable experience in 
the designing and building of concrete docks, bulkheads and 
similar types of structures. Among the more notable contracts 
that we have executed along this line are the new boardwalk at 
Atlantic City, N. J., the new municipal docks at Baltimore, the 
concrete docks and bulkheads for the American Tobacco 
Company, the Maryland Steel Company and the International 
Harvester Company, and the revetment for the U. S. Govern- 
ment along the Missouri River, at Elwood, Kansas. 


THE NEW ATLANTIC CITY BOARDWALK 


The boardwalk is Atlantic City’s most widely known recrea- 
tion feature. Recognizing this fact, the city has spared neither 
trouble nor expense to make the boardwalk the finest structure 
of its kind in the world. As a result of this policy the walk 
has developed from an irregular, uneven plank walk, maintained 
by private individuals and subject to frequent washouts by the 
sea, into a broad, level promenade. 


In 1896, the greater part of the walk was rebuilt, steel piling 
and caps being substituted for the wood piles previously em- 
ployed. The moist, salt air of Atlantic City corrodes iron or 
steel with amazing rapidity and the fine sand which drifts like 
snow in every wind forms a most effective sand blast in 
removing any protective coating of paint. In 1907, it was 
decided to re-locate a section of the boardwalk near the Inlet, 
where the ocean had receded some 400 ft. 


By this time, the steel under the old boardwalk had become 
corroded to such an extent as to make its safety doubtful. In 
addition, the blistered and scaly appearance of the metal made 
the structure unsightly. Concrete piling had been used effect- 
ively under some of the amusement plers, and therefore, from 


[ 65 ] 


RAW M ON DGG OW Chel basi igs COMPANY 


dood V YaALAIV YAATY MNOSSIN AHL ONOTV LNAWNYAAOD ‘Ss ‘N SHL YOA LNANLAASY AMd ALAYONOD CsaOXOANIAY 





[ 66 | 


C OUNEGISES wie DOCK See AUN Dee BU ISKH EA D'S 


both practical and esthetic viewpoints, it appeared to those in 
charge of the work as best adapted for the new construction. 
Plans and specifications were drawn up by J. W. Hackney, 
city engineer, bids invited, and in January, 1908, we were 
awarded the contract. 


The concrete piles supporting the new boardwalk were 
especially designed with a view to best meeting local conditions. 
As the boardwalk forms part of an architectural scheme for 
beautifying the city, it was essential that the piles be round 
and cylindrical, ornamental as well as useful. 


The piles are 16 ins. in diameter and of two lengths, 28 ft. 
and 32 ft., the shorter ones being used in the more protected 
portions of the walk and the longer ones in sections where the 
chances of erosion were greater. The elevation of the deck 
of the walk is 15 ft. above mean low water, the piles being 
driven 15 or 19 ft. below this point, depending upon the 
location. ‘This gives a depth in the sand of from 20 to 25 ft, 
and precludes any likelihood of the piles being disturbed by 
storms or the shifting of the beach from the action of wind and 
sea. The piles were cast in vertical molds and sunk with a 
water jet. ‘Their settlement into place was assisted by a 
heavy drop hammer. 


The walk is 41 ft. wide for a distance of 600 ft., and then 
narrows down to 21 ft. The wider section is supported on 
four pile bents, 20 ft. on centers, the piles being 10 ft. on 
centers, and the narrow section on two pile bents with the same 
spacing. The concrete caps or girders are 8 1-2 x 24 ins. 
in section, with a 5-ft. cantilever at each end. The design is 
simple, but the proportion and general effect are pleasing. 


THE MISSOURI RIVER REVETMENT 


The timber-pile dikes used so extensively by the United States 
Government in connection with brush mattresses and_ stone 
ballast as revetment to protect the banks of the Missouri River 
from scour, have been found to decay, after seven to ten years’ 
service, in that portion of the structure above the water line. 


[ 67 ] 


R°A‘Y'M.O.N D 4G OW GREER Fee OV ea 






GALATdNOO SV ¢ YAld “AYOWILLTVE “SHOOd ALAYONOD ‘TWdIOINNW AVAN 


me 


[ 68 ] 


CONG Rise) OCK SS) AND BU LOK AE AIDS 


As a result, they must then be repaired substantially, thus in- 
volving a large maintenance expense. It is apparent that a 
concrete-pile dike would not only be practically free from de- 
terioration due to exposure, but in addition would be less 
readily injured by flood, floating ice or drift. 

In order to make a practical test of the adaptability of such 
construction, Capt. Edward H. Schulz, Corps of Engineers, U. 
S. A., awarded us the contract to rebuild a portion of one of 
the old timber dikes near Elwood, Kansas, with concrete. 

The total length of the dike constructed is 150 ft., of which 40 
ft. nearest the shore is of the usual timber design and the off- 
shore 110 ft. of concrete piles. The latter are in 32-ft. to 
50-ft. lengths, and were jetted to an average penetration of 21 
ft., their tops being 10 ft. above low water. They are 14 
ins. square at the top and 8 ins. square at the bottom. 
Each pile is reinforced with four |-in. square steel rods ex- 
tending the length of it, with single 1-4-in. rods, 18 ins. 
apart on centers, as ties. The piles were molded on a fore- 
shore, at an elevation of about 6 ft. above the deck of a 
barge in the river. 


THE NEW BALTIMORE DOCKS 


Previous to the fire of 1904 the city of Baltimore owned but 
little water-front and no important piers in its harbor on the 
Patapsco River. During the reconstruction which followed 
the fire, an opportunity arose and was promptly embraced for 
the inauguration of many important municipal Improvements. 
These included the adoption of a liberal harbor policy, the 
acquisition of a large amount of valuable land and water 
privileges, and the inception of an extensive system of docks 
and piers for the accommodation of existing navigation and 
provision for a large future increase. 

Six modern docks and piers were originally planned for the 
upper part of the harbor, but later on two others were added, 
making a total of eight. Careful records were kept of the 
actual cost of construction of piers 1, 2 and 3. In view of the 
market price of materials used, the much larger quantity of 
dredging involved for the required depths in the slips, the 


[ 69 | 


RAYMOND (GOING Rib leh lela eC. OEM tee rvs 


CSL oBed 22S ) 
AYOWLLIVE ‘ANVdWOO OOOVEO.L NVOIMANV “LNVId SONNOA ‘Sf ‘GVAHMNING ALAYONOOD GaONOANIAY 


$s ~  e 
re “di oe — = 


<ee 
at 





[ 70 ] 


GONGRELE DOCKS AND TBULKAEADS 


underpinning for adjacent buildings on Pratt Street and East 
Falls Avenue, and the protection necessary for the existing 
buildings of tenants on pier 4, it was found that the cost of 
similar construction for new piers 4, 5 and 6 would be consid- 
erably in excess of the estimate for a steel and concrete 
structure. Moreover, the durability of the latter will be much 
greater than that of the former, on account of its immunity from 
the teredo, which, although now absent in the harbor, is ex- 
pected to infest it within a very few years, when the water 
shall have become purified by the operation of the municipal 
sewage disposal works. 


Piers 4, 5 and 6 are all of a uniform type of construction, de- 
signed by Mr. Oscar F. Lackey, harbor engineer of Baltimore, 
who, together with Mr. E. C. Lawrence, principal assistant 
engineer in charge of construction, likewise supervised the 
work, They consist of solid earth fill, retained on the sides 
and ends by reinforced concrete sheet pile walls penetrating 
below the dredged bottom of the slip and supported at their 
upper end by steel and concrete horizontal girders. These 
girders are anchored to Raymond reinforced piles and 
supported at their ends on steel and concrete cylinders 
about 25 ft. apart on centers. The general contract for the 
work was awarded to the Sanford & Brooks Company, of 
Baltimore, while the contract for all of the concrete work was 
awarded to the Raymond Concrete Pile Company. 


Work on piers 4, 5 and 6 was commenced in April, 1908, by 
wrecking the old piers and structures which formerly occupied 
the site, and dredging to a depth of 15 ft. along the faces of 
the piers, thus providing trenches in which to sink the cylinders 
and sheet piles. The soil consists of mud, fine gravel and 
sand to a depth of about 22 ft. below mean low water, 
beyond which there is very coarse gravel, which forms a 
satisfactory footing for the cylinders and piles. 


The sheet piles, made after our designs, were cast at the site in 
ordinary wood molds, and after seasoning not less than 28 
days, delivered by a derrick scow to the leads of a floating pile 
driver. After being carefully aligned they were forced into the 


[evi] 


IRACYS MON DS GOW CR EAIBE ws belie GLO Milena ya 


(LL eed 996 ) 


YaaWILL YAGNaA AO ONIOV Td GNV SNYOA AO TVAOWAY YOs LdaOXa ALA TdNOO 
‘ODVOIHD ‘ANVdIOS YALSAAUWH TVWNOLLVNUALNI YOA GVAIHNING ALAYONOOD AVAN JO NOLLYOd 


serine eg ROME Mee 


VSN) A LY 


TCG) Tees 


i 
1 


1 
< VV 





[ 72 | 


GONGRinreeDOGK SS ANDYBULKAEADS 


mud to a stable position by a water jet and the weight of a 
6,000-Ib. hammer seated on them. 

After the completion of the sheet piling, the wall girders were 
set, and a 6-ins. concrete wall built parallel with it 3% ft. away 
in the clear, which is practically an extension of the sheet piles 
carrying it between cylinders. The concrete floor is supported 
on the wall and on the parallel girder, and after its completion 
the face wall was built on it, the fender piles driven, and the 
back-fill, grading and paving completed. 

The principal items in the foregoing work included 440 cylin- 
ders weighing 3,080 tons, about 14,000 cu. yds. of concrete in 
cylinders, 24,300 lineal ft. of Raymond reinforced tie piles, 
41,700 sq. ft. of reinforced concrete floor, 56,000 Ibs. of 
bolts and straps, 46,400 lineal ft. of fender piles, 1,112,000 
yds. of dredging, and 220,000 surface ft. of reinforced concrete 
sheet piling. 


THE ADVANTAGES OF CONCRETE DOCKS AND 
BULKHEADS 


The concrete docks that we built at Baltimore are the first of 
their type to be built anywhere. They represent the results of 
exhaustive investigations carried on by engineers both here and 
abroad. The recognition of the many advantages inherent in 
this type of construction is reflected by the contracts for similar 
work that have been awarded to us by the American Tobacco 
Company, the International Harvester Company and the Mary- 
land Steel Company. In this connection it is interesting to note 
that the International Harvester Company, with its miles of 
bulkheads along the Chicago River, is one of the first corpora- 
tions to recognize the advantages of all-concrete construction for 
this class of work. 

A concrete dock or bulkhead is a permanent structure. In fact, 
it grows stronger as time passes. It is proof against the ele- 
ments, fire, decay, vermin and the attacks of boring animals. 
It is readily kept clean. It requires no upkeep, no insurance, 
no annual charging-off for depreciation. It represents an invest- 
ment that appreciates in value year by year. 


[ 73 ] 


RIAY MON DEC OWN. CIRCE: Pala rae ONAN eye 





CONCRETE SHEET PILING FOR MARYLAND STEEL COMPANY’S ORE DOCK 
CURING AND IN PLACE 


(See page 77) 


p74] 


COMGRIENEeSD OGKS "AND TBULKHEADS 


A wooden dock or bulkhead is but a temporary structure. 
No matter how much is spent for its maintenance, ultimate- 
ly it must decay or disintegrate. | How long this will take 
depends entirely upon the usage to which it is subjected and to 
the amount of maintenance bestowed upon it. Consequently, 
no matter how cheap a wooden dock or bulkhead may be 
initially, its maintenance will sooner or later increase its cost to 
a point that makes it decidedly unattractive, if not prohibitive, 
as an investment. 


THE AMERICAN TOBACCO COMPANY’S BULKHEAD 
During the extension of the J. S. Young plant of the American 
Tobacco Company, at Baltimore, more ground was required on 
the water-side of the property for the erection of a new power 
house as well as for coal storage. As the present buildings 
comprising the Young plant were somewhat undermined 
through the deterioration of the wooden bulkheads, and because 
it is the policy of the American Tobacco Company to make all 
of its improvements permanent, all-concrete construction as 


designed by us was decided upon. 


The construction consists essentially of a series of tongue and 
groove concrete sheet piles 18 ins. wide and 12 ins. thick and 
varying in length from 27 ft. to 36 ft. Superimposed on the 
tops of the sheet piles is a concrete girder connected, by means 
of reinforced concrete ties, with a continuous anchor beam dead- 
man, supported by occasional piles. On account of the prox- 
imity of the bulkhead to some new buildings it was found 
desirable, on certain portions of the bulkhead, to connect the 
ties with the building foundation. A\ll of the buildings placed 
on this bulkhead are supported by Raymond piles. 

Part of the bulkhead was placed from the ground and part 
from the water, the fill behind being made after the bulkhead 
was in place. The depth of the water on the exterior face of 
the bulkhead varies from 12 ft. to 25 ft. One side of the 
bulkhead is used for the landing and unloading of coal. The 
type of construction employed increased the present available 


property of the Young plant by the area of a rectangle about 
140 ft. x 200 ft. 


[ere 


RUA WYeM O2N DU C-OUN' GI aia ae eae GeO eiaVeyd 








CONCRETE ORE DOCK IN COURSE OF CONSTRUCTION FOR THE MARYLAND 
STEEL COMPANY, SPARROWS POINT, MARYLAND 


[ 76 | 


GOIN GRiEt hee) OGKS2(41N: Ds BULKHEADS 


THE INTERNATIONAL HARVESTER CO.’S BULKHEAD 


The bulkhead along the Chicago River for the International 
Harvester Company is of practically the same construction as 
that designed by us for the J. S. Young plant except that cross 
buttress walls with tie piles are used at 20-ft. intervals. 
From these buttress walls, reinforced concrete ties extend back 
to cantilever concrete anchor dead-men supported on piles. 
Our initial contract called for a thousand feet of concrete 
bulkheads but several additional contracts awarded us since 
then have increased the total length of this construction to half 
a mile. 


THE MARYLAND STEEL COMPANY’S ORE DOCK 


At its Sparrows Point works, near Baltimore, the Maryland 
Steel Company maintains an extensive dock and unloading plant 
for handling ore between vessels, railroad cars and stock piles. 
Recently the company determined to make permanent improve- 
ments at this point. Being familiar with our dock work at 
Baltimore, it invited us to submit plans and estimates which 
were eventually accepted. The problem involved the con- 
struction of a concrete bulkhead in 30 ft. of water, the bulkhead 
to serve as a foundation for a traveling unloading crane. 


The type of construction adopted consists of a retaining wall 
tied back to an anchorage wall, the two enclosing a fill wide 
enough to afford space for three railroad tracks. ‘The tops of 
the walls serve as foundations for the crane tracks. ‘The retain- 
ing wall, or face of the bulkhead, consists of reinforced concrete 
sheet piles, on the tops of which is built a reinforced concrete 
beam. This beam serves as a foundation for one leg of the 
crane. Buttress walls built at right angles to the face of the 
bulkhead stiffen it against the impact of vessels. ‘The retaining 
and anchorage walls are tied together with reinforced concrete 
ties, supported at two points by concrete piers. 


The essential features of this construction are covered by pat- 
ents now in force and pending patent applications. 


[Aes 


RAYM OND *GON GRE Ea ILA eG Olive 


CLL BSE SCL SoS) 


YAHLACOL STIVM YVAY GNV LNOYW ONIAL JO ANV TIVAN 
LNOUWA DNISSAULLAG JO GOHLAW DNIMOHS NOOd AYO S.ANWdNOOS THALS GNVIAYVN AO NOILOSS GALATKNOD ATLYVd 





[ 78 | 


SOME USERS OF RAYMOND PILES 


S. S. BEMAN, Architect, Chicago. 

EDWARD & W. S. MAXWELL, Architects, Montreal. 

J. E. Scuwitzer, Assistant Chief Engineer, Canadian Pacific Railway, 
Winnipeg. 

C. N. Monsarrat, Bridge Engineer, Canadian Pacific Railway, Mon- 
treal. 

F. W. Cowie, Chief Engineer, Harbor Commissioners, Montreal. 

JAMEs Knox Tay or, Supervising Architect, U.S. Treasury Depart- 
ment, Washington, D.C. 

RAYMOND F. ALMIRALL, Architect, New York. 

ERNEST Face, Architect, New York. 

A. C. CUNNINGHAM, Civil Engineer, U.S. Navy, Washington, D.C. 

ALFRED Brooks Fry, Superintendent, U. S. Public Buildings, New 
Y ork. 

E. J. YARD, Chief Engineer, Denver & Rio Grande Railway, Denver. 

F. A. BURDETT, Engineer, New York. 

Bass, Cook & WILLARD, Architects, New York. 

G. A. KIMBALL, Chief Engineer, Boston Elevated Railway, Boston. 

W. S. Twininc, Chief Engineer, Philadelphia Rapid Transit Com- 
pany, Philadelphia. 

Cass GILBERT, Architect, New York. 

ROBERT WILLISON, City Architect, Denver. 

FRANK S. Howe Lt, Civil Engineer, U.S. Immigrant Service, Ellis 
Island, N.Y. 

W. A. Otis, Architect, Chicago. 

PATTON & MILLER, Architects, Chicago. 

RicHarpbs, McCarty & BULForD, Architects, Columbus. 

LAURENCE EWALD, Architect, St. Louis. 

ESENWEIN & JOHNSON, Architects, Buffalo. 

JENNEY, MuNDIE & JENSEN, Architects, Chicago. 

BARNETT, HAYNES & BARNETT, Architects, St. Louis. 

H. JorpDAN McKenzie, Architect, New Orleans. 

DIBCLL, OWEN & GOLDSTEIN, Architects, New Orleans. 

JOHN LATENSER, Architect, Omaha. 

Ww. GarsTANG, Superintendent of Motive Power, Big Four Railway, 
Indianapolis. 

Cuas. S. CHURCHILL, Chief Engineer, Norfolk & Western Railway, 
Roanoke, Virginia. 

SAMUEL HANNAFORD & Sons, Architects, Cincinnati. 

Mauran & RussELL, Architects, St. Louis. 


ie 


RAY MOWD -COW.G IRE Ewe PATE 9 @OiM aa dvex 


CLE e6ed 99S ) 


ANVYO DNIGVOINN DNITAAVULL V JO DAT ANO YOS NOILVGNNOA V SV SLOV OSTV GNV YSHLADOL 
SAId LAAHS ALAYONOO AHL SALL WVAd ALAYONOO AHL : “NOOd AYO S.ANVdNOO TAALS GNVIAYVW JO A9VA YALNO 





[ 80 | 


SOR te, Aly de IOS NOM Ree Vea MODI Be ON bey Ei hag as 


ALDEN & Har_ow, Architects, Pittsburgh. 

J. R. SavaceE, Chief Engineer, Long Island R.R., Jamaica, L.I, 

PALMER & HorRNBOSTEL, Architects, New York and Pittsburgh. 

A. S. KiBBE, Engineer, American Railways Company, Philadelphia. 

Forp, BACON & Davis, Engineers, New York. 

Ponpb & Ponp, Architects, Chicago. 

B. Hustace Simonson, Architect, New York. 

H. M. Nortu, Engineer of Construction, L.S.&M.S. Railway, Cleve- 
land. 

D. H. Perkins, Architect, Chicago. 

Oscar F. Lackey, Harbor Engineer, Baltimore. 

CHAS. S. UEBELACKER, Chief Engineer, N.Y. City Railway Com- 
pany, New York. 

EAMES & YOUNG, Architects, St. Louis. 

Forp & KENDIG, Philadelphia. 

RADCLIFFE & KELLEY, Architects, New York. 

A. C. HEDMAN, Architect, New York. 

C. B. J. SNyDErR, Architect, Board of Education, New York. 

JOHN F. RowLanp, Jr., Architect, Jersey City. 

C. W. Leavitt, JRr., Architect, New York. 

S. B. EIsENDRATH, Architect, New York. 

CuHas. M. ANDERSON, Architect, Baltimore. 

MAYNICKE & FRANKE, Architects, New York. 

HAsKINS & BaRNEs, Architects, Baltimore. 

C. M. BARTBERGER & Sons, Architects, Pittsburgh. 

JOHN H. Hackney, Engineer, Atlantic City, New Jersey. 

CHAS. RIEGER, Architect, Pittsburgh. 

W. E. WALKER, Architect, Chicago. 

G. A. Dick, Architect, Milwaukee. 

STEPHENSON & WHEELER, Architects, New York. 

THOMPSON & FROHLING, Architects, New York. 

BIGELOW & HARRIMAN COMPANY, Boston. 

GerorcE F. Harpy, Engineer, New York. 

JAMES GAMBLE Rocers, Architect, New York. 

GUNVALD Aus, Engineer, New York. 

Gro. C. KIMBALL, Chief Engineer, American Sheet & Tin Plate 
Company, Pittsburgh. 

C. B. Comstock, Architect, New York. 

Purpy & HENDERSON, Engineers, New York. 


PHILADELPHIA COLD STORAGE & WAREHOUSING COMPANY, Phila- 
delphia. 


[ 81 ] 


RAYMOND CONGRETESETLEVGOM 2aANe 


Salld ALAYONOD GNOWAVA NO LTING 


HDUNASLLd LSVA “ONIGTING ANVdINOO ONINALOVANNVW ¥ ON.LOATS ASNOHONILSAA 
*AIDULIUG “YIDAT “Hs 





[ 82 ] 


REN IE MON IB) KOLO C IRIS ba J pad bel bod NOLO WO RW AU ae 


SAlMd ALAYONOD GNOWAVA NO LING 
MYOA MAN “ZI “°N TOOHOS OFTdNd 
“UOLIDINPY JO PADOT *JIIPLYIAV 


‘apaus “I “D 





[ 83 ] 


RAYMOND (COW GIGE ar aris aC OV leeaeayg 








Pond @& Pond, Archttects. 
EXCHANGE, CHICAGO TELEPHONE COMPANY, CHICAGO 
BUILT ON RAYMOND CONCRETE PILES 


[ 84 ] 


REsyeMiOIN De GOW. CIE aE SEE COMP AWNey 








A. S. Kibbe, Engineer. 
POWER HOUSE, AMERICAN RAILWAYS COMPANY, TYRONE, PENNSYLVANIA 
BUILT ON RAYMOND CONCRETE PILES 


[ 85 ] 


Rit V:M.O'N-D 4@O. NIG RE EE ae ee er Midian ere 


MYOA AN ‘GNVISI SITTA ‘NOLLV.LS LNVUDINII 'S N ‘SATId GNOWAVY NOdN ATLOSYIG SYACHID HOOT ONIC TING 





[ 86 | 


RAsvaNVOWe Dee ONG ber Fae P Tie COM EeAINaY 





(69 eased 226 ) 


LNAWNAAVd JO NOLLdAOXS HLIA GALATHNOD GVAHNING ONIMOHS + Yald 





[ 87 ] 


RUASYEM OND SOON: GR Eels ae sls Fe Ge 1 Lala aye 


(69 eed ag ) 
SHILL YAGNITAO ALAYONOD GHOYOANIAY ONIAWOHS GVAHWING ANNAAV STIVA LSVA—SAIOT “TVdIOINNW AYOWLLTVd 





[ 88 | 


ResdavevinOivsOm CON GI Ele Pl ee. (COs Pan Y 


(69 28ed 29S ) 
QVSAHAING ¢ YAld JO MAIA ACISLNO—SHSOOT TVdIINNW AYOWLLTVE 





[ 89 | 


ReAVAO NID. GOWN Gus been 1h bee CaO) Vi Tee eas 


SASNAOIT ‘NANNVUA NVA “M ‘D Ad GIOVId SATId ALAYONOD GNOWAVA NO LTINd 
SMOA AVIAN ‘AGV.LOANAHOS “ONIGTING ANVdINOO O.LOATA TVYANAD 





[ 90 ] 


RealOne GONG ibe PEEP GOM PANY. 


SAlId ALAYONOD GNOWAVYA NO LING 
MYOA MAN ‘ANWdAIOO AVATIVY ALIO MYOA AN ‘SNYVE YVO 


sdaaulbugq fay) “4ax49D]9GIA “yt ~D 





as sis! 


biel 


RUALY&M ON“ DAC OW GR ale Foe e102 ECO Mi ae e 


NVMAAHOLVASVS “‘VNIOSY ‘SONICTING SAALLV ISIOD 





(GS osed 226 ) 
AT AAN YOA GAOV Id SA Md GNOWAVY & NO GVOT LSAL 





Seema 
ose pepe acon y 
BBA rg WSIS 0-3 eee eS 
pel ie Rey @. ST1LOOOOCC- C07 ements etree. 
tesa Red srs Noa ~* 


Sy SONICTING-3AILW 15103718 











Ane Onveles ON Cherclel shel Tl Bes O.OuVLE AN oY 


SATId ALAYONOD GNOWAVYA NO LING 
S.LLASNHOVSSVW ‘NAGTVN ‘ANVdWOO LHDIT SVD ASOUTAW *% NAGTVW “ASNOH YAAOd 





< 
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Te 
AG 4 


[ 93 ] 


RATYSM OON*DT2C:O WN GARtEs Te reas ie a Oi Tea Ney 


SH AIG SALAGYNYY INU Y CE INN ob BRL EE 


SNVATYHO MAAN ‘AYVUAIT OFTANd 


Ol 





[ 94 ] 


RAVIMOWN DAGCOMCR ETE PlCESC OM RAN Y 





SAlId ALANONOD GNOWAVYA NO LTIINA 
ODVDIHO “DNIGTINd ANVdWOS AYANIHOVW AYGNNVT AOUL 


“‘syoajlyjap “Wasuat G aipunyy ‘daunuar 





Fvnnoss We 


HiME wl | 
spo 


[ 95 ] 


RUAVYoM ON DAC OW Ch Es ere eile Ee COMMA vey 





Samuel Sass, Architect. 
RICHMAN REALTY COMPANY OFFICE BUILDING, NEW YORK 
BUILT ON RAYMOND CONCRETE PILES 


[ 96 ] 


RAveVhOI Dm ONIGICH si Sh LL EG OMPA Ney. 









gO? LOREEN 







gre 


( 


\) 








Ao. 


x el “~66 OS SOF 
wen areas Sere 





e525 


x 





TOTHE PUBLIC. 
1H 6X6 CONPAAT 15 BUTLDNNG 5 HOLDER 
TO CTTER THE CONDITION OF GAS SUPPLY. 
‘Sans £5 COUPOGNCE I THE ATURE SUPER ISEAAD, 
UTS A880 TRE CAPACITY OF THIS HOLDER 
_- A OE 


+ ‘ ’ 
eh MMM sssvaasay 


ABASAa Nanay 


GAS HOLDER, NEW YORK & RICHMOND GAS COMPANY, CLIFTON, STATEN 
ISLAND, NEW YORK 


BUILT ON RAYMOND CONCRETE PILES 
[ 97 ] 


SINOT “LS “LNW Id ATIddNs YALVA 
SNOOY AO NIVHO HHL LV SNISVA€ ONIILLAS AHL JO ANO AO LYVd YO SATId GNOWAVY GaAOYOANINY AO NOILLVGONNOSA 


S 
oa 
au 
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ca 
= 
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= 
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XS 
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ReAsYaViiGNG err OeN Gl Eels Il Pee One RoAuNay: 


SATlId ALAYONOD GNOWAVA NO LTING 


NATMOOUS ‘AIHOTA HLAP NOLLVOAYDNOO “ANDODVNAS 
‘JIOILYIAP “YJDApUuastyy “gq -S 


a 
nae 


ly 





[ 99 J 


Re AsYaNlrOuN *D GO NOG IRs] aise ele) sie GO) VET Ae Va 





Laurence Ewald, Arciutect. 


RESIDENCE, DUNCAN JOY, ESQ., ST. LOUIS 
BUILT ON RAYMOND CONCRETE PILES 


[ 100 | 


RAleye Vico DEG ONC ieee SPL E 2G © M-PANeY 





POWER HOUSE, UNION ELECTRIC COMPANY, DUBUQUE, IOWA 
BUILT ON RAYMOND CONCRETE PILES 


[ 101 | 


RAY MOND *GOW.C RET EE GO Maa ays 


Le 


ETE : 


{ 102 ] 





Davis, 


Engineers. 


RAPID TRANSIT CAR BARNS, BROOKLYN 


BUILT ON RAYMOND CONCRETE PILES 


eae VisOrNe eG ORV GIA Eee GL ES GO MP AING 






[ 103 | 


City Architect. 


illison, 


AUDITORIUM, DENVER, COLORADO 
BUILT ON RAYMOND CONCRETE PILES 


RAYMOND CONCRETE PiPIDE AGO MiccAWN ey, 


ANVTAAATIO SLONGVIA GUVAUVH NOSINAG SHL YOs GaOV' Id Ald GNOWAVY 


= Af on NOL VO LHS 
“ug SY erq sa09 3d 143YINOD 


ONOWKIG«NINIATSITIA ¥ 
QVIACYVAUWH NOSINIG 
f BN 7 : 
7% 


V NO dvOl 


“saaUipud 


LSD 


‘ 


24106] J 


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{ 104 | 


Pee ee VicOIN me Cr nV. lx Pal Ee hl COM eA Nay 


SATId ALAMONOD GNOWAVYA NO LTING 
VINVATASNNad ‘ANSAHDATIV ‘ANVdINOO NOSTIA “S 2 °V “ONIGTING THIN 





[ 105 | 


RiAWYOM OW Ds GO 'N CRibg esi ee GO Mie ey 





Gordon, Tracy & Swartwout, Architects. 
WILLIAMS APARTMENT HOUSE, NEW YORK 
BUILT ON RAYMOND CONCRETE PILES 


[ 106 } 


Rego OoNeD mG O4V Glee Pies CO MEA NY 


mE a 
= IREPROOF 
FICS LOFT 





Maynicke & Franke, Architects. 
STROHMEYER & ARPE COMPANY LOFT BUILDING, NEW YORK 
BUILT ON RAYMOND CONCRETE PILES 


[ 107 | 


RAVWeMION DC ON Geet eae li a GLO) Viena 


SATId ALAYONOD GNOWAVYA NO LTING 


SINOT “LS “ASNOHAYVM ASSANHONVHS 
‘SJIaIYIAp “jJauavgG  Saukoyy “auang 





[ 108 ] 


RASMOWNNIDaGOW CRE RES PILE GOMPAN Y 





SAlId ALAYONOD GNOWAVA NO LTING 
AdSUa! MAAN ‘NINOGOH ‘ANVdWOO SNOS ZTWINNHOS NHOf ‘AYANVE 


*sq9aqlyoap ‘SuoS & sabsaguvg “We °D 


[ 109 ] 


RAYMOND © GC OWI GHG Terie aime CeO VG Ve 





Babb, Cake & Willard, PRI CF 
PUBLIC LIBRARY NO. 31, NEW YORK 
BUILT ON RAYMOND CONCRETE PILES 


[110 ] 


RAWIM.ON DE GOW GivisgGEs PPE GOMPRANY 


RA, 


ns 


A aaa ie pe rae 





Ford, Bacon & Davis, Engineers. 
POWER HOUSE, CONEY ISLAND RAILWAY, BROOKLYN 
BUILT ON RAYMOND CONCRETE PILES 


a 7 


RA YM. OWNeD | COUN CRESS al le ee UVB Cee LY aya 


(LS oBed 22¢ ) 
SITOdVNNV ‘AWHAVOV TVAVN ‘S ‘1A ‘dNOYD OINAGVOV YOsA GAOV ld ATld GNONWAVY V NO GVOT LSAL 
ER eg TN 


= ee da ee 


ite 


hoe Eee 


AMINVIY IWAYN ga 


| ONIONS. JHIDVIV 


_——- 
4LN3W31119S 
ON 


“S87 0/7 EEL 


By JU2WINO) ONOWAVY 





[112 ] 


Rene MIO NED ae OPN Ger eb RIIoE COMP ANY 







1: 


Ay ; 2 is a 
‘Ludhn i cERRAAN LS LLARAMGRERERE RA Gbiaa 
‘ 2 eal 

2 ee 


Architects and Engineers. 


Perrot, 


Ballinger & 


| ee 


ivan 13 Webaul 


HOOPER LAUNDRY COMPANY BUILDING, SALEM, MASSACHUSETTS 


BUILT ON RAYMOND CONCRETE PILES 


RAsy McOW DUG OW CARTE as Ease ee GG) VielerAs nye 


SAMd ALAYONOD GNOWAVYA NO LTINd 
TAVd “LS “ONIDTING XASSH 





IIWyIap 


“V4aqg]iy) sspy 





[114 ] 


PRE ASYS MAO SVG Jee GsOuly Calne lals el Ee ACO MRA Ney: 


{ 
me 


ernst 


AASNAOIT ‘NAAYNVUA NVA “M °D Ad GAOV Td SATId ALANONOD GNOWA VY NO 
MYOA AAN ‘ACGV.LOANSAHOS “ONICGTING ANVdNOOS OINLOATA TWYANAD 


LTINd 








[115 ] 


RAYM OW DD] COW: RE Rea Ee GO Mila aye 


ONLLOOA ALAYONOO AHL HLIA GNOd LOaAsdsd V NIVLEO 
OL YACHO NI SAMd AHL AO “SNI 9 WAddN AHL WOYA GAAOWSY NAA SVH TISHS AHL ‘SATIld GNOWAVY ‘SNI-0Z AO YAld 





[ease ie Ou Cal Mela 1) koa COMP AINGY, 


SATId ALAYONOD GNOWAYVA NO LIING 
SINOT “LS ‘AYVUEIT HONVYE NAGNNYO 


“‘spoaqmpIAp “bunox & sawoq 





[117] 


RAYMOND? GOW CREE ARiWeE aC O Miz ier 





Cramp c& Co., Engineers. ; 
COLD STORAGE PLANT, PHILADELPHIA WAREHOUSING & COLD STORAGE 
COMPANY, PHILADELPHIA 
[ 118 BUILT ON RAYMOND CONCRETE PILES 


aay VIO al) ee Ga uN Gul Pelee) ltl ale OU PANY; 








Babb, Cook & Willard, Architects. 
KINDERGARTEN BUILDING, NEW YORK 
BUILT ON RAYMOND CONCRETE PILES 


[119 ] 


RALYMIOW D EG OW, GR Es iste Glia a Gt Vis aeaty ava 





Louis Lockwood, Architect. 


LINDEKE-WARNER BUILDING, ST. PAUL 
BUILT ON RAYMOND CONCRETE PILES 


[ 120 ] 


eae ONDE @OwNtGrin eer will Ek COM RAN Y 


SAND 8 GRAVELCO 
i ee Pa ey 





REINFORCED CONCRETE SAND AND GRAVEL BINS DESIGNED AND BUILT BY 
US FOR THE ARUNDEL SAND & GRAVEL COMPANY, BALTIMORE 


mii 


RAYM OWN D iGCOWN CR Ealick wile ar es OAV aA Nays 





AYOWLLIVE ‘ANVdINOOS TAAVUD ¥® GNVS THONNYV 
AHL YOA SN AM LING GNV G3NDISAC SNIC THAVUD GNV GNVS ALAYONOD GaOYOANIAY AO YOOTA ONIGVOT 


ABS 
> 


5 


NERY 
BN 


art 


ra 
mS 


Pel 225) 


ied WV aVLOUN Da C OU CRE eee LEE COM PANG 


NOLLONUY.LSNOO YACNN “AYOWLLTVd “ANVdINOO 
TAAVYD & GNVS THGNNYV AHL YOd SN AP LING GNV GANDISAC SNIG THAVYD GNV GNVS A.LAYONOD GaOYOANIAY 





[ 123 ] 


RAYMOND? GOW GR Eee Ee ORM AaNe Ya 


SATId ALAYONOD GNOWAVYA NO LING 
OdVUYOTOD ‘NOLLONAL GNVUYD ‘NOILV.LS AVATIVY AGNVUYS Od ¥ YAANAC 
‘saauibugq fam) ‘pavx ‘“f “7 








[ 124 | 


env eVLOIN Da G- OU Givelelaeaial te COM PIAN Y 


ee 


i sa ial ih ne finesse 





Architect. 


Hedman, 


Yel (Ge 


POWER STATION, UNION RAILWAY COMPANY, NEW YORK 


BUILT ON RAYMOND CONCRETE PILES 


RABY MON DAGON GR Ea EEC Oe Viren Naya 





WAREHOUSE, TRINITY CORPORATION, NEW YORK 
BUILT ON RAYMOND CONCRETE PILES 


[ 126 ] 


ALY OUND eG OW Glee et wie COMPANY 








W. S. Twining, Chief Eeouneer 
POWER HOUSE, PHILADELPHIA RAPID TRANSIT COMPANY, PHILADELPHIA 
BUILT ON RAYMOND CONCRETE PILES 


[ 127 ] 


RAYM ON DE COW CRIES ase G OVI EAA Ney 





SAMd ALAYONOD GNOWAVYA NO LTIING 
OIHO ‘V.LLAIMVW ‘ANVdINOO SNIDDIH *% ADCIMdCTA AHL “ASNOHAYVAA 


*SJIaLYIAP “psolIng LD AjJAD ITV 


E2Ee1 


Sugoo} : | , 
19049 3qvS37dHM , 99 SNIDOIH 8 Jd0moaNng 


; 





‘SpavyY NAY 





| 
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AHL 


[ 128 ] 


Reve OW DRC OIG Er  PhlE COMPANY 


SAlIld ALAYONOD GNOWAVA NO LTING 
AdSYal AYN ‘ALIO AASHAL ‘Ze “ON IOOHOS OFTENd 
‘sq2aqyIAp paywiossp “‘YyIlUny yuosg pun “AL “punproxy L 


uyor 





[ 129 ] 


(etd Som ad oll 


fad a (ge es 
| (ee Agel eel eae 
[24 (a4 ed 





RAYMOND GONG RETR Bee EG OL ervey 


Oe Me Le, a 





Architect. 


Rieger, 


Chas. 


MARIETTA CHAIR COMPANY BUILDING, MARIETTA, OHIO 


BUILT ON RAYMOND CONCRETE PILES 


[ 130 ] 


[eA MIOIN Da GOW REN er ele G. OMe A NY. 





marie eee . 
Esenwetn € Johnson, Architects. 
STATLER HOTEL, BUFFALO 
BUILT ON RAYMOND CONCRETE PILES 


[ 131 ] 


RAY MO NID GOIN-C IR Eel ell ee Cee sein ee 


SATld ALAYONOD GNOWAVA NO LING 
NO.LSOd ‘VORANV JO ANVdINOO ATIGOWNOSOT “ADVUVD 


JIapLly IAP *FULSSILY UIAIDD 





[ 132 ] 


ieee Ve mn Ou Gliese ol toe GO MP AW -Y 


(69 eased 23¢) 
ACIL HDIH ONINNG ‘AXSYAL AAN “ALIO OLLNVILV “YTVMAGYVOd AYN AO AGIS YAGNN 





[ 133 ] 


RAWMOMD GOWN CRED Ee i Ee Oi sey ay. 





SATId.ALAYONOD GNOWAVYA NO LTING 
SINOT “LS “ONIDTINd ANVdINOD DV ‘SOU* SIA 


ee OTS 
oS ie oe 





[ 134 ] 


Tee avis e Nel on Ca Ouy Gee iel ft CO MPAA NY 


AYOA MAN 


SAMd ALAYONOD GNOWA VHA NO LTING 
‘AGNV'ISI SITTA ‘NOILLV.LS LNVUDINNI ‘S “A “1V.LIdSOH 


‘quauizivdad NAnsvardy, *S°Q ‘poapmoap Buisiasagngy ‘soj\v] vouy sauvys 





[ 133 ] 


R-AiY M OD) GO NiGIR EE Pi eG OUV Tea nays 


SATIld ALAMONOD GNOWAVA NO LTING 
SIONITII ‘SINOT “LS LSVWA “AOIIAO LSOd 


-yuaupapgaqg NansvaayT “SQ “JIaqyIAP Bursiasaqns ‘sojkv yy, xouy soup 





[ 136 | 


TR As yale Lee GOs Calcio) eas Tels Be COM: PAWN. Y. 





SATMd ALAYONOD GNOWAVY NO LTINd 


WYOA MAAN “GNV'ISI SITTA ‘NOILV.LS LNVUYDINNI 'S ‘N ‘AYOLINYOd GNV WOOY ADVOOVA 
‘quauqzspgaqg Kansvady “*S°Q “yoaqI4p Buisinasagng ‘sojtvy xouyy sawp 





Maya 


RAYMOND “GON CRE er ee eke GO Manse 


CLL aBed 99 ) 
ONIId LHAHS ALAYONOO 





[ 138 ] 


Re haTOIN ROO GiotsiGh tLe’ C OM PANY 


r 
= 
a 

t 
g 


CLL aBed 296 ) 


NOLLONU.LSNOD YACNN 
‘ODVDIHO ‘ANVdINOO YA.LSAAYVH TVWNOLLVNYALNI YOA GVAHNING ALAYONOOD AAAN JO ASIA TWYeANAD 





39" | 


RAYMOND? CON Gavia Eagles 2G OAViiieriuvey, 


(LL ®Bed 29g ) 


ODVOIHD ‘ANVdWOOS Ya.LSAAYVH 
TWNOLLVNYALNIYOA GVAHNING ALAYONOOD AAN JO STIVAA SSAULLAG FLAYONOO GAOYOANIAY 





Mant 





i 


[ 140 ] 


REetetO ND GOW CRE Rik COMPANY 


Sa1ld ALAYONOD GNOWAVY NO LIN 
ODVOIHO “IOOHOS TINENNYL 


qd TY IA 








‘sury4ad “H °d 


[ 141 ] 


RAY MON D CON CRETE PIIGE COM Peay 


SAIMId ALAYONOD GNOWAVHU NO LING 
AYOA MAAN “CGNV'ISI SITTA ‘NOILV.LS .LNVUDINWI ’S ‘N ‘GUYVA ANVSNI 


‘quauiapgaq KAnsvaay, “SQ “qoapipoap Buist2zs4aqns ‘soj\o] vouy sawpvs 








[ 142 ] 


Re aLOWN Dae. OfN Givi Whe Blt EC O MP ANY 


SalId ALAYONOD GNOWAVY NO LTING 
ODVOIHO ‘ONIGTING AOOSIME- TIAA XVN 


12 09¥OIH9 -Jo9Stug-- TUAXYW 


"SJIIP IAP 


“Masuaf 4 


IIpUNn TY 


“aunty 





[ 143 ] 


RAYM ON DY GOW CRE REAL Re GO Vira er 


SATId ALAYONOD GNOWAVYA NO LING 
ONO “LA 0077 *VINIDYUIA LSAM “VAONAXN “LONAVIA AVAATIVY NYALSAM ® WIOJYON 
‘daauibug fay) “pyranyd 


Ze 


spy.) 





[ 144 ] 


TE EaNOWNEDIRG OW CR besiae PLE COMPANY 


SAlId ALAYINOD GNOWAVYA NO LTINd 
HDUNAS.LLd ‘WUVd TIVESSVE ANODVAT TWNOILVN ‘GNV.LSAGNVYS 
yoaqyoap “AL “4ywevaT “YY 


=) 





[ 145 ] 


RAY=M:O°N D> COW GREE Pisin GOVE MeN aya 


SAlId ALAYONOD GNOWAVY NO LIING 
SIONITI “THNYVS LNNOW ‘GVOUTIVY YNOS DIG ‘SdOHS UV 


“MIDULB UST 


‘FUDISADL) UVI7ILAL 


<< fin, 


CSL re = 





[ 146 ] 


Riv ONDS GON CRETE PILE COMPANY 


Sa1ld ALAYONOD GNOWAVYA NO Lind 
ODVOIHD H.LNOS “IOOHOS HDIH NAHMOd 





[ 147 ] 


RAYMOND) COW CR Eee fie Ee GO Mia Adve 


SATId ALHAYONOD GNOWAVY NO LTING 


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[ 148 | 


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Almirall, 


Los 


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BROOKLYN 


BUILT ON RAYMOND CONCRETE PILES 


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PUBLIC BATH NO. 


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Ernest Flagg, Architect. 
U. S. EXPRESS COMPANY BUILDING, NEW YORK 
BUILT ON RAYMOND CONCRETE PILES 


[ 150 ] 


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Radcitte & Kelley, Architects. 
DEPEW WAREHOUSE, NEW YORK 
BUILT ON RAYMOND CONCRETE PILES 


[151 ] 


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[ 152 ] 





FRAZEE-POTOMAC LAUNDRY, WASHINGTON, D. C. 


BUILT ON RAYMOND CONCRETE PILES 


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Archttects. 


EXCHANGE, CHICAGO TELEPHONE COMPANY, CHICAGO 


Pond, 


Pond & 


BUILT ON RAYMOND CONCRETE PILES 


[ 154 ] 


Reno mOON Glee ee Thr COMPANY 





Gustave A. Dick, Architect. 
SEELMAN BUILDING, MILWAUKEE 
BUILT ON RAYMOND CONCRETE PILES 


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Architect. 
ADDITION TO ROME-MILLER HOTEL, OMAHA 
BUILT ON RAYMOND CONCRETE PILES 


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John Latenser, 


[ 156 | 


Reve ON eG OWC ler der PEE, COMPANY 

















B. Hustace Simonson, Architect. 
HARDER REALTY COMPANY LOFT BUILDING, NEW YORK 


BUILT ON RAYMOND CONCRETE PILES 
[ 157 ] 


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EMERSON WAREHOUSE, ST. LOUIS 
BUILT ON RAYMOND CONCRETE PILES 


[ 158 ] 


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Ballinger & Perrot, Architects and Engineers. 
WILLOW STREET WAREHOUSE, PHILADELPHIA 
BUILT ON RAYMOND CONCRETE PILES 
[ 159 


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[ 160 | 








Architects. 


Mundte G& Jensen, 


Jenney, 


LOCOMOBILE COMPANY OF AMERICA BUILDING, CHICAGO 


BUILT ON RAYMOND CONCRETE PILES 








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